HomeMy WebLinkAboutPacket - 08/28/2018 - Public Works CommitteePublic Works Committee
Municipal Center
333 S Green Street, McHenry, IL 60050
August 28, 2018 — 5:30 PM
Meeting Agenda
1. Call to Order
2. Roll Call.
3. Public Comment: People wishing to address the Committee will be asked to identify
themselves for the record and will be asked but are not required to provide their
address. Public comment may be restricted to three -minutes for each individual
speaker. Order and decorum shall be maintained at all public meetings.
4. Motion to approve the July 17, 2018 Public Works Committee meeting minutes.
5. Discussion of future Road Resurfacing Program Locations, review of street
rankings, review of road program planning documents, and site visits.
6. Staff Reports.
7. Other Business.
8. Motion to Adjourn.
The City of McHenry is dedicated to providing its citizens, businesses, and visitors with the highest quality of programs and
services in a customer -oriented, efficient, and fiscally responsible manner.
PUBLIC WORKS COMMITTEE
Tuesday, July 17, 2018
Municipal Center Council Chambers, 5:30 PM
1. Call to Order: Chairman Santi called the meeting to order at 5:30 PM.
2. Roll Call: Chairman Santi, Alderman Mihevc, and Alderman Curry. Also in attendance Director
of Public Works Schmitt, Project Engineer Strange, Chief of Police Birk, Deputy Chief of Police
Walsh, and Administrative Assistant Meyer.
3. Public Comment: None.
4. Motion to approve the April 9, 2018 Public Works Committee Meeting Minutes.
Alderman Mihevc made a motion seconded by Alderman Santi to approve the minutes as presented,
Aye: Mihevc, Santi.
Abstained: Curry.
Motion Carried.
5. Review of revisions to the Traffic and Motor Vehicle Code, section 13-201, Speed Limits
Established and if recommended by Public Works Committee present to full City Council for
consideration.
Chairman Santi asked Deputy Chief Walsh to present the item to the Committee.
Deputy Chief Walsh informed the Committee that in evaluating some of the complaints received
and reviewing the data from the temporary speed sign, it was found that from January through
March the average amount of traffic traveling this section of roadway was about 2,800 cars a day.
While there are established crosswalks, this is a residential area and it is recommendation to change
the speed limit on Green Street between Charles Miller and Anne Street to 25mph to be consistent
with the residential speed limits in the rest of the Community.
Alderman Curry asked why it is proposed to change the speed limit all the way to Charles Miller
Road instead of starting at Larkin Lane. Chief Birk commented that trying to exit Larkin Lane can
be difficult due to the speed limit. The Police Department has received multiple complaints that
this is a blind spot. By changing the speed limit starting at Charles Miller Road it gives people the
warning to slow down before reaching residential and high foot traffic areas.
Alderman Mihevc stated that he supports this idea and appreciates the work that was done on it.
This is really needed and it is a great idea to make it as safe as we can, because there is a lot of
pedestrian traffic in this area.
Alderman Santi asked about the notification and enforcement of the new speed limit. Chief Birk
said that warning flags can be put on the new signs and the Police Department will put out a media
campaign on social media and on the website. For a period of time enforcement will be in the form
of a written warning.
Public Works Committee Meeting
Page 2
July 17, 2018
Alderman Mihevc made a motion, seconded by Alderman Curry to approve the revisions to the
Traffic and Motor Vehicle Code, section 13-201, Speed Limits Established from a 30 mph speed
limit a 25 mph speed limit in presented area and to recommend presentation to full City Council
for consideration.
Ayes: Mihevc, Curry, Santi.
Motion carried.
6. Review of revisions to the Traffic and Motor Vehicle Code, Section 13-901, Skateboards, 13-
902, Snowmobiles Prohibited in City of McHenry Park Property, 13-903, Motorized Skateboards
and Scooters, and 13-1008, Voluntary Settlements Regarding Certain Ordinance Violation, and
if recommended by Public Works Committee present to full City Council for consideration.
Chairman Santi asked Deputy Chief Walsh to present the item to the Committee.
Deputy Chief Walsh stated that the Police Department has been getting an increasing number of
complaints about ATVs and mini bikes out on the roadways. After looking at the citations and the
current ordinance it was found that the fine structure is not strong enough to act as a deterrent. The
current fine is $10.00. The revisions to this section include increasing and changing the fine
structure, changing the language from motorized skateboards and scooters to motorized
recreational devices and cleaning up the overall language.
Discussion ensued regarding various vehicles that would fall into the category of motorized
recreational devices and it was clarified that the use of any of these vehicles on public property is
against the ordinance.
Alderman Curry made a motion, seconded by Alderman Mihevc to approve the revisions to the
Traffic and Motor Vehicle Code, Section 13-901, Skateboards, 13-902, Snowmobiles Prohibited in
City of McHenry Park Property, 13-903, Motorized Skateboards and Scooters, and 13-1008,
Voluntary Settlements Regarding Certain Ordinance Violation, and to recommend presentation to
full City Council for consideration.
Ayes: Curry, Mihevc, Santi.
Motion carried.
Public Works Committee Meeting
Page 3
July 17, 2018
7. Discussion on Fiscal Year 2018/19 Public Works Committee Meeting Dates and Topics.
Director Schmitt stated that he is looking to set up meetings for the rest of the calendar year or the
fiscal year, and asked the Committee what days/times work best. Discussion ensued and it was
agreed that Tuesdays evenings would be okay with a start time of 5:30 or 6:00 p.m. at the latest. It
was also discussed that committee meetings could be held every other month, unless there are a
large number of items on the agenda.
• Committee Meeting dedicated to an onsite review of the streets and various street rating
conditions to be held within the next two months.
• Committee Meeting/Open House at the South Wastewater Treatment Plant end of
summer/early fall.
• Review of intergovernmental agreements for snowplowing with McHenry and Nunda
Townships.
• Policy for accepting existing public improvements.
8. Staff Reports.
Project Engineer Strange an overview of the on -going projects:
• CMAP Grant: The City received a grant from the Chicago Metropolitan Agency for
Planning for a road rating analysis of the entire City done by a private contractor at no cost
to the City. This work will be starting shortly.
• Pearl Street/Lincoln Road Improvements: Started on July 16t''. Crews began tree removal
east of the bridge and saw cutting for storm sewer removal and replacement west of the
bridge. This will take about two weeks. Utility relocation is on going.
• Green Street Bridge: Anticipated to begin at end of July. Contracted engineer has been in
contact with business owners. The bridge will stay open with alternating lane closures.
There will temporarily be no parking on the bridge. An informational brochure is being
made and will be available to the business owners as well as the general public.
• Timothy/Clover Water Main Replacement: Startup anticipated for July 30t''. Work is going
to begin with making a pressure connection to the water main that runs north/south on
Green Street at the Green St and Clover intersection. All property owners that will be
affected by the project have been contacted and will be kept informed.
9. Other Business: None.
Public Works Committee Meeting
Page 4
July 17, 2018
10. Motion to Adjourn.
Alderman Mihevc made a motion, seconded by Alderman Curry to adjourn the meeting.
The meeting adjourned at 6:30 PM.
Respectfully submitted,
Nicole Meyer, Administrative Assistant
Reviewed and approved this day 2018.
Chairman Victor Santi
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Pebble Crk.
Green St.
Amberwood PI.
2,500
25.0
900
Y
Y
3
Collector
$ 250,000
$ 75,000
Brighton PI.
Donnelly PI.
Amberwood PI.
2,583
25.0
930
Y
Y
3
Local
$ 258,333
$ 77,500
Westminster Pl.
Donnelly PI.
Amberwood PI.
2,389
25.0
860
Y
Y
3
Local
$ 238,889
$ 71,667
Amberwood PI.
Dorchester PI.
Biscayne Rd.
5,044
25.0
1,816
Y
Y
3
Local
$ 504,444
$ 151,333
Dorchester PI.
Amberwood PI.
Donnelly PI.
2,875
25.0
1,035
Y
Y
3
Local
$ 287,500
$ 86,250
Geneva PI.
Amberwood PI.
Donnelly PI.
2,500
25.0
900
Y
Y
3
Local
$ 250,000
$ 75,000
Ronda Dr.
Turnberry Dr.
Loch Glen Ln.
2,224
24.0
834
Y
Y
3
Local
$ 222,400
$ 66,720
Loch Glen Ln.
Turnberry Dr.
Ronda Rd.
5,569
25.0
2,005
Y
Y
3
Local
$ 556,944
$ 167,083
Valley Rd.
Turnberry Dr.
South End
3,142
25.0
1,131
Y
Y
3
Local
$ 314,167
$ 94,250
Katie Ln.
Ronda Rd.
Turnberry Dr.
2,083
25.0
750
Y
Y
3
Local
$ 208,333
$ 62,500
Larkin Ln.
Green St.
Cul-De-Sac
2,235
27.0
745
Y
Y
3
Local
$ 223,500
$ 67,050
Young St.
Dale Ave.
Green St.
3,833
30.0
1,150
Y
Y
3
Local
$ 383,333
$ 115,000
Third St.
Elm St.
James St.
4,458
25.0
1,605
Y
Y
3
Local
$ 445,833
$ 133,750
Fourth St.
Main St.
James St.
1,516
22.0
620
N
Y
3
Local
$ 113,667
$ 37,889
Glenbrook Tr.
Crystal Lake Rd.
Dartmoor Dr.
15,577
28.0
5,007
Y
Y
3
Collector
$ 1,557,733
$ 467,320
Abbey Dr.
Winding Creek Dr.
Brookwood Tr.
5,960
24.0
2,235
Y
Y
3
Local
$ 596,000
$ 178,800
Brookwood Tr.
Abbey Dr.
Bull Valley Rd.
4,042
25.0
1,455
Y
Y
3
Local
$ 404,167
$ 121,250
Somerset Mall
Front Royal Dr.
Cul-De-Sac
1,067
20.0
480
Y
N
3
Local
$ 106,667
$ 26,667
2002
Canterbury Dr.
Greenbrier Dr.
Augusta Dr.
4,160
24.0
1,560
Y
Y
3
Local
$ 416,000
$ 124,800
Cross Tr.
Kensington Dr.
Joyce Ln.
4,564
31.0
1,325
Y
Y
3
Local
$ 456,389
$ 136,917
Fairfax Dr.
Winding Creek Dr.
Abbey Dr.
627
24.0
235
Y
Y
3
Local
$ 62,667
$ 18,800
2002
Windhaven Tr.
Brookwood Tr.
Dead End
867
24.0
325
Y
Y
3
Local
$ 86,667
$ 26,000
Colony Ct.
Glenbrook Tr.
Dead End
514
25.0
185
Y
Y
3
Local
$ 51,389
$ 15,417
2002
Winhaven Ct.
Wimbleton Tr.
North End
573
24.0
215
Y
Y
3
Local
$ 57,333
$ 17,200
Courtland Tr.
Cross Tr.
Driftwood Tr.
2,373
24.0
890
Y
Y
3
Local
$ 237,333
$ 71,200
Village Tr.
Overland Tr.
Glenbrook Tr.
2,867
25.0
1,032
Y
Y
3
Local
$ 286,667
$ 86,000
Crystal Tr.
Glenbrook Tr.
Cross Tr.
2,819
25.0
1,015
Y
Y
3
Local
$ 281,944
$ 84,583
Front Royal Ct.
Front Royal Dr.
Cul-De-Sac
356
20.0
160
Y
Y
3
Local
$ 35,556
$ 10,667
Oregon Tr.
Cross Tr.
Glenbrook Tr.
3,333
25.0
1,200
Y
Y
3
Local
$ 333,333
$ 100,000
Veretta Ct.
Courtland Tr.
North End
1,514
25.0
545
Y
Y
3
Local
$ 151,389
$ 45,417
Overland Tr.
Glenbrook Tr.
Cross Tr.
2,381
25.0
857
Y
Y
3
Local
$ 238,056
$ 71,417
2003
Hartland Tr.
Glenbrook Tr.
Village Tr.
1,197
25.0
431
Y
Y
3
Local
$ 119,722
$ 35,917
Olde Mill Ln.
Leonard Ave.
McCullom Lake Rd.
8,097
25.0
2,915
Y
3
Collector
$ 809,72299F
$ 242,917
Blake Blvd.
McCullom Lake Rd.
E. of Evergreen Cir.
2,964
38.0
702
Y
Y
3
Industrial
$ 296,400
$ 88,920
Settlers Cot.
Olde Mill Ln.
Cul-De-Sac
500
25.0
180
Y
Y
3
Local
$ 50,000
$ 15,000
Graue Mill Ct.
Spring Creek Ln.
Cul-De-Sac
931
25.0
335
Y
Y
3
Local
$ 93,056
$ 27,917
2002
Landings Ct.
Olde Mill Ln.
East End
625
25.0
225
Y
Y
3
Local
$ 62,500
$ 18,750
Boone Creek Cir.
Olde Mill Ln.
Leonard St.
4,342
25.0
1,563
Y
Y
3
Local
$ 434,167
$ 130,250
Crooked Tree Ct.
Olde Mill Ln.
North End
847
25.0
305
Y
Y
3
Local
$ 84,722
$ 25,417
2004
Springcreek Ln.
Olde Mill Ln.
Olde Mill Ln.
3,097
25.0
1,115
Y
Y
3
Local
$ 309,722
$ 92,917
McCullom Lake Rd.
Riverside Dr.
Richmond Rd.
8,044
40.0
1,810
Y
Y
3
Collector
$ 804,444
$ 241,333
2002
Leonard Ave.
Dead End
Olde Mill Ln.
3,803
24.0
1,426
Y
N
3
Local
$ 380,267
$ 95,067
Bradley Ct.
Orleans St.
Cul-De-Sac
1,480
24.0
555
Y
Y
3
Local
$ 148,000
$ 44,400
2002
Lauren Ct.
Orleans St.
Cul-De-Sac
1,243
24.0
466
Y
Y
3
Local
$ 124,267
$ 37,280
Cornell Cot.
Orleans St.
East End
1,227
24.0
460
Y
Y
3
Local
$ 122,667
$ 36,800
Drake Ct.
Orleans St.
East End
1,227
24.0
460
Y
Y
3
Local
$ 122,667
$ 36,800
Jennifer Ln.
Prestwick St.
Leonard Ave.
3,093
24.0
1,160
Y
Y
3
Local
$ 309,333
$ 92,800
Prestwick St.
Donovan St.
Orleans St.
5,333
24.0
2,000
Y
Y
3
Local
$ 533,333
$ 160,000
2002
Ryan St.
Prestwick St.
Orleans St
1,141
24.0
428
Y
Y
3
Local
$ 114,133
$ 34,240
Brown St.
Orleans St.
Prestwick St.
1,133
24.0
425
Y
Y
3
Local
$ 113,333
$ 34,000
Donovan Ct.
Orleans St.
East End
437
24.0
164
Y
Y
3
Local
$ 43,733
$ 13,120
2002
Petersen Park Rd.
McCullom Lake Rd.
Lakewood Rd.
2,410
21.0
1,033
N
N
3
Local
$ 180,775
$ 48,207
St.
t.
Pr St.
2,573
31.0
747
Y
Y
3
I I nnpl
I $
$ 0
Deerwood Tr.
Ridge Rd.
Dead End
9,456
33.0
2,579
N
N
3
Collector
$ 709,225
$ 189,127
Page 1 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Ridgeway Tr.
Deerwood Tr.
North End
5,373
28.0
1,727
N
N
3
Local
$ 402,967
$ 107,458
Woodridge Tr.
Deerwood Tr.
Ridgeway Tr.
8,700
27.0
2,900
N
N
3
Local
$ 652,500
$ 174,000
2004
Timber Tr.
Dead End
West End
7,392
27.0
2,464
N
N
3
Local
$ 554,400
$ 147,840
Amherst Ct.
Bennington Dr.
Cul-De-Sac
2,709
24.0
1,016
Y
N
3
Local
$ 270,933
$ 67,733
2002
Radcliff Ct.
Bennington Dr.
East End
1,849
32.0
520
Y
N
3
Local
$ 184,889
$ 46,222
Chickaloon Dr.
Curran Rd.
Dead End
13,483
24.0
5,056
Y
N
3
Collector
$ 1,348,267
$ 337,067
2002
Katmai Tr.
Chickaloon Dr.
North End
1,137
22.0
465
N
N
3
Local
$ 85,250
$ 22,733
Matanuska Tr.
Chickaloon Dr.
Dead End
8,194
25.0
2,950
Y
N
3
Local
$ 819,444
$ 204,861
April Ave.
Whiteoak Dr.
Dead End
2,204
32.0
620
N
N
3
Local
$ 165,333
$ 44,089
2003
White Oak Ct.
Whiteoak Dr.
South End
858
27.0
286
N
N
3
Local
$ 64,350
$ 17,160
Cherryhill Ct.
Whiting Dr.
South End
1,286
25.0
463
Y
N
3
Local
$ 128,611
$ 32,153
2002
White Oak Dr.
Tomlinson Dr.
West End
6,269
28.0
2,015
Y
N
3
Local
$ 626,889
$ 156,722
Prairie Ave.
Beach Rd.
Oak Dr.
11,227
23.0
4,393
N
N
3
Local
$ 841,992
$ 224,531
Shore Dr.
Oak Dr.
Ringwood Rd.
19,742
25.0
7,107
Y
Y
3
Collector
$ 1,974,167
$ 592,250
Denali Tr.
Chickaloon Dr.
Dead End
2,090
22.0
855
N
N
3
Local
$ 156,750
$ 41,800
Tustamena Tr.
Chickaloon Dr.
East End
2,982
23.0
1,167
N
N
3
Local
$ 223,675
$ 59,647
2002
Sycamore Ct.
Matanuska Tr.
East End
2,133
32.0
600
N
N
3
Local
$ 160,000
$ 42,667
Illiamna Tr.
Denali Tr.
West End
805
24.0
302
N
N
3
Local
$ 60,400
$ 16,107
Hayward Ct.
Matanuska Tr.
West End
2,009
32.0
565
Y
N
3
Local
$ 200,889
$ 50,222
Albert Dr.
Whiting Dr.
North End
3,331
26.0
1,153
Y
333,089
83,272
2002
Venice Ave.
Court St.
East End
1,000
20.0
450
N
N
3
Local
$ 75,000
$ 20,000
Lake St.
River Rd.
City Limit
1,535
22.0
628
N
N
3
Local
$ 115,133
$ 30,702
2003
Clover Ave.
Green St.
Dale Ave.
3,714
25.0
1,337
N
N
3
Local
$ 278,542
$ 74,278
Timothy Ln.
Dale Ave.
Young St.
6,477
28.0
2,082
Y
Y
3
Local
$ 647,733
$ 194,320
2002
Pearl St.
Richmond Rd.
Riverside Dr.
4,720
36.0
1,180
Y
Y
3
Collector
$ 472,000
$ 141,600
Lincoln Rd.
River Rd.
Chapel Hill Rd.
17,508
32.0
4,924
N
N
3
Collector
$ 1,313,067
$ 350,151
Pyndale Dr.
Bromley Dr.
Kensington Dr.
3,093
24.0
1,160
Y
Y
3
Local
$ 309,333
$ 92,800
Kensington Dr.
Waters Edge Dr.
Crystal Lake Rd.
8,956
31.0
2,600
Y
Y
3
Collector
$ 895,556
$ 268,667
Strafford Ct.
Kensington Dr.
Kensington Dr.
2,547
24.0
955
Y
Y
3
Local
$ 254,667
$ 76,400
Bromley Dr.
Kensington Dr.
Pyndale Dr.
3,627
24.0
1,360
Y
Y
4
Local
$ 362,667
$ 108,800
Curran Rd.
Dartmoor Dr.
Ojibwa Ln.
14,000
24.0
5,250
N
N
4
Collector
$ 1,050,000
$ 280,000
Beldon St.
Dayton St.
Albany St.
2,500
25.0
900
N
N
4
Industrial
$ 187,500
$ 50,000
2002
Dot St.
Elm St.
Hill St.
1,789
35.0
460
N
N
4
Industrial
$ 134,167
$ 35,778
Gregg Dr.
Bull Valley Rd.
Bally Rd.
1,577
22.0
645
N
N
4
Local
$ 118,250
$ 31,533
Shore Hill Drive
Sunset Ave.
Beach Rd.
2,498
20.0
1,124
N
N
4
Local
$ 187,333
$ 49,956
Vista Terr.
Hilltop Blvd.
Broadway St.
1,650
22.0
675
N
N
4
Local
$ 123,750
$ 33,000
Lincoln Ave.
Freund Ave.
Church St.
946
16.0
532
N
N
4
Local
$ 70,933
$ 18,916
Country Club Dr.
Charlotte Ave.
City Limit
2,491
20.0
1,121
N
N
4
Local
$ 186,833
$ 49,822
Charlotte Ave.
John St.
Country Club Dr.
1,590
18.0
795
N
N
4
Local
$ 119,250
$ 31,800
Logan St.
Sioux Ln.
Crestwood Ln.
1,820
21.0
780
N
N
4
Local
$ 136,500
$ 36,400
Maple Ct.
Maple Ave.
Dead End
384
20.0
173
N
N
4
Local
$ 28,833
$ 7,689
2002
Grove Ave.
Front St.
East End
1,956
20.0
880
N
N
4
Local
$ 146,667
$ 39,111
Willow Ln.
Sunset Ave.
Flower St.
10,083
22.0
4,125
N
N
4
Local
$ 756,250
$ 201,667
Vine St.
Green St.
Hollywood Blvd.
1,544
20.0
695
N
N
4
Local
$ 115,833
$ 30,889
2006
Knoll Ave.
Shore Dr.
Home Ave.
3,127
21.0
1,340
N
N
4
Local
$ 234,500
$ 62,533
Ponca St.
Logan St.
Lillian St.
3,151
22.0
1,289
N
N
4
Local
$ 236,317
$ 63,018
Meadow Rd.
Bull Valley Rd.
Miller Dr.
1,218
20.0
548
N
N
4
Local
$ 91,333
$ 24,356
2002
Orchid Path
Bull Valley Rd.
Miller Dr.
1,309
21.0
561
N
N
4
Local
$ 98,175
$ 26,180
Parkway Ave.
Eastern Ave.
Oak Dr.
3,754
21.0
1,609
N
N
4
Local
$ 281,575
$ 75,087
Flower St.
Willow Ln.
Prairie Ave.
5,189
21.0
2,224
N
N
4
Local
$ 389,200
$ 103,787
Central Ave.
Shore Dr.
Prairie St.
2,078
20.0
935
N
N
4
Local
$ 155,833
$ 41,556
Kinley Blvd.
Hilltop Blvd.
Riverside Dr.
3,967
21.0
1,700
N
N
4
Local
$ 297,500
$ 79,333
Court St.
Venice Ave.
IL Rte 120
1,750
50.0
315
N
N
4
Local
$ 131,250
$ 35,000
Lakewood Ave.
Home Ave.
Shore Dr.
4,422
22.0
1,809
N
N
4
Local
$ 331,650
$ 88,440
Page 2 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Eastern Ave. Prairie Ave.
Callista St. Crestwood Dr.
Shore Dr.
2,147
21.0
920
N
N
4
Local $ 161,000
Local $ 192,333
$ 42,933
Sioux Ln.
2,564
20.0
1,154
N
N
4
$ 51,289
McHenry Ave.
Bull Valley Rd.
Stillhill Dr.
3,016
23.0
1,180
N
N
4
Local
$ 226,167
$ 60,311
Sunset Ave.
Shore Dr.
Willow Ln.
3,178
22.0
1,300
N
N
4
Local
$ 238,333
$ 63,556
Barreville Rd.
Charles Miller Rd.
South City Limit
19,680
24.0
7,380
N
Y
4
Collector
$ 1,476,000
$ 492,000
River Rd.
Elm St.
Lincoln Rd.
1,913
32.0
538
Y
N
4
Collector
$ 191,289
$ 47,822
River Rd.
Elm St.
South St.
1,357
37.0
330
Y
N
4
Collector
$ 135,667
$ 33,917
2010
Industrial Dr.
Oak Dr.
Althoff Park Entrance
4,113
30.0
1,234
Y
N
4
Industrial
$ 411,333
$ 102,833
Miller Pkwy.
North End
Dead End
3,634
32.0
1,022
Y
N
4
Industrial
$ 363,378
$ 90,844
Allen Ave.
Green St.
John St.
2,219
24.0
832
Y
N
4
Local
$ 221,867
$ 55,467
Biscayne Rd.
Green St.
Broadway St.
5,436
22.0
2,224
Y
Y
4
Collector
$ 543,644
$ 163,093
Green St.
Waukegan Ave.
Charles Miller Rd.
24,876
29.0
7,720
Y
Y
4
Collector
$ 2,487,556
$ 746,267
Park St.
Venice Ave.
City Limit
3,952
24.0
1,482
Y
Y
4
Collector
$ 395,200
$ 118,560
Dartmoor Dr.
Dartmoor Drive Bridge
Crystal Lake Rd.
11,680
32.0
3,285
Y
Y
4
Collector
$ 1,168,000
$ 350,400
Farmstead Dr.
Draper Rd.
Draper Rd.
21,190
31.0
6,152
Y
Y
4
Collector
$ 2,119,022
$ 635,707
Green St.
Washington St.
Elm St.
4,483
30.0
1,345
Y
Y
4
Collector
$ 448,333
$ 134,500
2010
Millstream Dr.
IL Rte 120
Front St.
2,594
25.0
934
Y
Y
4
Collector
$ 259,444
$ 77,833
Washington St.
Riverside Dr.
Richmond Rd.
6,627
31.0
1,924
Y
Y
4
Collector
$ 662,711
$ 198,813
2004
Green St.
Elm St.
Waukegan Ave.
5,720
52.0
990
Y
Y
4
Collector
$ 572,000
$ 171,600
Maple Ave.
Richmond Rd.
West End
8,935
29.0
2,773
Y
Y
4
Collector
$ 893,522
$ 268,057
Blake Blvd.
Richmond Rd.
East End
4,160
40.0
936
Y
Y
4
Industrial
$ 416,000
$ 124,800
Shamrock Ln.
Front St.
West End
3,107
24.0
1,165
Y
Y
4
Industrial
$ 310,667
$ 93,200
2002
Walnut Ln.
Pine Dr.
Birch Ln.
900
25.0
324
Y
Y
4
Local
$ 90,000
$ 27,000
2002
Ashland Dr.
Abbington Dr.
Cambridge Dr.
2,560
24.0
960
Y
Y
4
Local
$ 256,000
$ 76,800
Hampton Ct.
Chesterfield Dr.
Chesterfield Dr.
3,227
24.0
1,210
Y
Y
4
Local
$ 322,667
$ 96,800
Court St.
Pine Dr.
City Limit
833
25.0
300
Y
Y
4
Local
$ 83,333
$ 25,000
Chasefield Cir.
Creekside Tr.
Creekside Tr.
3,829
24.0
1,436
Y
Y
4
Local
$ 382,933
$ 114,880
Carriage Tr.(E)
Winding Creek.
Cul-De-Sac
1,013
24.0
380
Y
Y
4
Local
$ 101,333
$ 30,400
Chestnut Dr.
Pine Dr.
Dead End
4,058
25.0
1,461
Y
Y
4
Local
$ 405,833
$ 121,750
Birch Ln.
Walnut Ln.
Dead End
2,181
25.0
785
Y
Y
4
Local
$ 218,056
$ 65,417
Watersedge Dr.
Dartmoor Dr.
Kensington Dr.
8,153
31.0
2,367
Y
Y
4
Local
$ 815,300
$ 244,590
2004
Court St.
ILRte 120
First Ave.
5,064
25.0
1,823
Y
Y
4
Local
$ 506,389
$ 151,917
Pine St.
McCullom Lake Rd.
McCullom Lake Rd.
3,051
23.0
1,194
Y
Y
4
Local
$ 305,133
$ 91,540
Pine Dr.
North End
McCullom Lake Rd.
2,917
25.0
1,050
Y
Y
4
Local
$ 291,667
$ 87,500
Meadow Ln.
IL Rte 120
Oakwood Dr.
3,458
26.0
1,197
N
N
5
Collector
$ 259,350
$ 69,160
Martin Rd.
Ringwood Rd.
IL Rte 120
13,839
25.0
4,982
N
N
5
Collector
$ 1,037,917
$ 276,778
Park Lane Ave.
Elm St.
Shore Dr.
5,512
22.0
2,255
N
N
5
Collector
$ 413,417
$ 110,244
Beach Ave./Rd.
Shore Dr.
South End
6,918
21.0
2,965
N
N
5
Collector
$ 518,875
$ 138,367
2002
Dayton St.
IL Rte 31
Belden Dr.
3,889
25.0
1,400
N
N
5
Industrial
$ 291,667
$ 77,778
Albany St.
IL Rte 31
East End
5,662
26.0
1,960
N
N
5
Industrial
$ 424,667
$ 113,244
Borden St.
Elm St.
West Ave.
1,013
24.0
380
N
N
5
Industrial
$ 76,000
$ 20,267
2005
Bonita Ln.
Forrest Rd.
Beach Dr.
4,305
21.0
1,845
N
N
5
Local
$ 322,875
$ 86,100
Sunrise View
Bonita Ln.
Capri Terr.
3,170
22.0
1,297
N
N
5
Local
$ 237,783
$ 63,409
Beach PI.
Beach Rd.
Dead End
382
19.0
181
N
N
5
Local
$ 28,658
$ 7,642
2002
Clearview Dr.
Oak Dr.
Eastern Ave.
3,678
20.0
1,655
N
N
5
Local
$ 275,833
$ 73,556
James St.
Center St.
Green St.
3,475
24.0
1,303
N
N
5
Local
$ 260,600
$ 69,493
Miller Dr.
Riverside Dr. (S)
Hillltop Blvd.
4,532
22.0
1,854
N
N
5
Local
$ 339,900
$ 90,640
2016
Hunter Path.
Broadway St.
Hilltop Blvd.
1,766
21.0
757
N
N
5
Local
$ 132,475
$ 35,327
Pleasant View Dr.
Capri Terr.
Hilltop Blvd.
2,453
24.0
920
N
N
5
Local
$ 184,000
$ 49,067
Highview Ave.
Prairie Ave.
Home Ave.
3,004
20.0
1,352
N
N
5
Local
$ 225,333
$ 60,089
2002
Rogers Ave.
Shore Dr.
Home Ave.
3,091
20.0
1,391
N
N
5
Local
$ 231,833
$ 61,822
Sunset Dr.
Willow Ln.
Home Ave.
1,183
21.0
507
N
N
5
Local
$ 88,725
$ 23,660
2002
Victoria Ave.
Country Club Dr.
John St.
1,856
20.0
835
N
N
5
Local
$ 139,167
$ 37,111
Crestwood St.
Mill St.
Lillian St.
4,400
22.0
1,800
N
N
5
Local
$ 330,000
$ 88,000
Page 3 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Sioux Ln.
South St.
Lillian St.
Lillian St.
Logan St.
3,642
22.0
1,490
N
N
5
Local $ 273,167
Local $ 222,600
$ 72,844
$ 59,360
Logan St.
2,968
21.0
1,272
N
N
5
Oakwood Ct.
Bonner Dr.
Meadow Ln.
1,329
23.0
520
N
N
5
Local
$ 99,667
$ 26,578
Clearbrook St.
North Dr.
Millstream Dr
1,418
22.0
580
N
N
5
Local
$ 106,333
$ 28,356
West Ave.
Millstream Dr.
North Dr.
2,714
35.0
698
N
N
5
Local
$ 203,583
$ 54,289
Hilltop Dr.
Bull Valley Rd.
Pleasant View Dr.
9,543
22.0
3,904
N
N
5
Local
$ 715,733
$ 190,862
2002
Capri Ter.
Sunrise View St.
Pleasant View Dr.
1,222
20.0
550
N
N
5
Local
$ 91,667
$ 24,444
Still Hill Dr.
Hilltop Blvd.
Riverside Dr.
3,950
21.0
1,693
N
N
5
Local
$ 296,275
$ 79,007
2002
North Ave.
Home Ave.
Shore Dr.
3,872
17.0
2,050
N
N
5
Local
$ 290,417
$ 77,444
Carol Ave.
Beach Dr.
Stillhill Dr.
961
21.0
412
N
N
5
Local
$ 72,100
$ 19,227
Broadway St.
Bull Valley Rd.
Sunrise View St.
7,600
21.0
3,257
N
N
5
Local
$ 569,975
$ 151,993
Bonnie Brae
Pleasant View Dr.
Sunrise View St.
1,286
21.0
551
N
N
5
Local
$ 96,425
$ 25,713
2002
Hunter Dr.
Parklane Ave.
Sunset Dr.
956
20.0
430
N
N
5
Local
$ 71,667
$ 19,111
2002
Green St.
Charles Miller Rd.
City Limit
16,128
23.0
6,311
N
Y
5
Collector
$ 1,209,608
$ 403,203
2016
John St.
Front St.
Green St.
5,083
25.0
1,830
N
Y
5
Collector
$ 381,250
$ 127,083
Broad St.
Richmond Rd.
Riverside Dr.
4,400
24.0
1,650
N
Y
5
Collector
$ 330,000
$ 110,000
Draper Rd.
Curran Rd.
Shannon Dr.
5,439
37.0
1,323
Y
N
5
Collector
$ 543,900
$ 135,975
2002
2016
Hill St.
West End
Cul-De-Sac
1,365
27.0
455
Y
N
5
Industrial
$ 136,500
$ 34,125
Diamond Dr.(W)
IL Rte 31
East End
2,875
25.0
1,035
Y
N
5
Industrial
$ 287,500
$ 71,875
Oak Ave.
Front St.
East End
1,806
25.0
650
Y
N
5
Local
$ 180,556
$ 45,139
2002
Riverstream Dr.
Judy Ln.
John St.
2,970
30.0
891
Y
N
5
Local
$ 297,000
$ 74,250
2013
Riverside Dr.
City Limit
Broad St.
11,041
28.0
3,549
Y
Y
5
Collector
$ 1,104,133
$ 331,240
2010
Royal Dr.
Crystal Lake Rd.
Chesterfield Dr.
7,020
39.0
1,620
Y
Y
5
Collector
$ 702,000
$ 210,600
2013
Winding Creek Dr.
Driftwood Tr.
Creekside Tr.
10,967
31.0
3,184
Y
Y
5
Collector
$ 1,096,711
$ 329,013
2006
Greenbrier Dr.
Huntington Dr.
Crystal Lake Rd.
6,007
30.0
1,802
Y
Y
5
Collector
$ 600,667
$ 180,200
Dartmoor Dr.
Farmstead Dr.
Curran Rd.
8,163
31.0
2,370
Y
Y
5
Collector
$ 816,333
$ 244,900
Kane Ave.
Green St.
Front St.
7,064
34.0
1,870
Y
Y
5
Collector
$ 706,444
$ 211,933
Glenbrook Tr.
Crystal Lake Rd.
Remmington Tr.
4,944
25.0
1,780
Y
Y
5
Collector
$ 494,444
$ 148,333
Riverside Dr.
Broad St.
Venice Ave.
10,099
62.0
1,466
Y
Y
5
Collector
$ 1,009,911
$ 302,973
Oak Dr.
Elm St.
Dead End
13,721
32.0
3,859
Y
Y
5
Industrial
$ 1,372,089
$ 411,627
Bank Dr.
IL Rte 31
Knox Dr.
1,383
30.0
415
Y
Y
5
Industrial
$ 138,333
$ 41,500
Cumberland Cir.
Ashley Dr.
Ashley Dr.
4,920
24.0
1,845
Y
Y
5
Local
$ 492,000
$ 147,600
Wellington Dr.
Canterbury Dr.
Augusta Dr.
952
24.0
357
Y
Y
5
Local
$ 95,200
$ 28,560
Shepherd Hill Ln.
Green St.
Cul-De-Sac
3,155
24.0
1,183
Y
Y
5
Local
$ 315,467
$ 94,640
Jordan Ct.
Inverness Tr.
Cul-De-Sac
1,639
25.0
590
Y
Y
5
Local
$ 163,889
$ 49,167
Grand Ave.
Millstream Dr.
Cul-De-Sac
2,389
23.0
935
Y
Y
5
Local
$ 238,944
$ 71,683
Loyola Dr.
Dead End
Dartmoor Dr.
7,094
25.0
2,554
Y
Y
5
Local
$ 709,444
$ 212,833
Newport Tr.
Dead End
Dartmoor Dr.
3,858
25.0
1,389
Y
Y
5
Local
$ 385,833
$ 115,750
Inverness Tr.
Edgewood Tr.
Dartmoor Dr.
3,169
25.0
1,141
Y
Y
5
Local
$ 316,944
$ 95,083
2000
Windridge Dr.
Greenbrier Dr.
Dartmoor Dr.
3,267
24.0
1,225
Y
Y
5
Local
$ 326,667
$ 98,000
Chesterfield Ct.
Chesterfield Dr.
Dead End
2,845
24.0
1,067
Y
Y
5
Local
$ 284,533
$ 85,360
Redwood Ln.
Chestnut Dr.
Dead End
4,806
25.0
1,730
Y
Y
5
Local
$ 480,556
$ 144,167
Fieldstone Tr.
Newport Tr.
Dead End
5,103
25.0
1,837
Y
Y
5
Local
$ 510,278
$ 153,083
2002
Foxview Highland Dr.
Hilltop Blvd.
East End
14,400
225.0
576
Y
Y
5
Local
$ 1,440,000
$ 432,000
Orchard Beach Rd.
McCullom Lake Rd.
East End
7,518
21.0
3,222
Y
Y
5
Local
$ 751,800
$ 225,540
2002
Hilltop Dr.
Pleasant View Dr.
Foxview Highlands Dr.
1,494
22.0
611
Y
Y
5
Local
$ 149,356
$ 44,807
Hanley St.
Crystal Lake Rd.
Front Royal Dr.
3,273
30.0
982
Y
Y
5
Local
$ 327,333
$ 98,200
2002
Oakwood Dr.
Meadow Ln.
Front Royal Dr.
22,623
31.0
6,568
Y
Y
5
Local
$ 2,262,311
$ 678,693
Waukegan Rd.
Front St.
Green St.
5,153
35.0
1,325
Y
Y
5
Local
$ 515,278
$ 154,583
Center St.
Main St.
Grove Ave.
5,859
21.0
2,511
Y
Y
5
Local
$ 585,900
$ 175,770
Arbor Dr.
Riverside Dr.
Hemlock Dr.
7,833
30.0
2,350
Y
Y
5
Local
$ 783,333
$ 235,000
2006
Hemlock Dr.
Arbor Dr.
Kennedy Dr.
4,594
25.0
1,654
Y
Y
5
Local
$ 459,444
$ 137,833
Shannon Dr.
Draper Rd.
Limerick Ln.
3,173
24.0
1,190
Y
Y
5
Local
$ 317,333
$ 95,200
2010
2012
Joyce Ln.
Oakton St.
Loyola Dr.
5,147
25.0
1,853
Y
Y
5
Local
$ 514,722
$ 154,417
2004
Page 4 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Whitmore Tr.
Dartmoor Dr.
North End
4,997
25.0
1,799
Y
Y
Y
Y
5
Local $ 499,722
Local $ 124,000
$ 149,917
Springbrook Ct.
South End
North End
1,240
24.0
465
5
$ 37,200
2005
Kennedy Dr.
Hemlock Dr.
Orchard Beach
3,111
28.0
1,000
Y
Y
5
Local
$ 311,111
$ 93,333
Bonnie Brae
Foxview Highland Dr.
Pleasant View Dr.
3,228
25.0
1,162
Y
Y
5
Local
$ 322,778
$ 96,833
Brittany Dr.
Sherman
Ringwood Rd.
2,981
24.0
1,118
Y
Y
5
Local
$ 298,133
$ 89,440
Sherman Dr.
Ringwood Rd.
Shore Dr.
4,581
24.0
1,718
Y
Y
5
Local
$ 458,133
$ 137,440
Driftwood Tr.
Barnwood
South End
6,717
31.0
1,950
Y
Y
5
Local
$ 671,667
$ 201,500
2002
Erin St.
Elm St.
VFW Property
604
20.0
272
Y
Y
5
Local
$ 60,444
$ 18,133
2003
Tanglewood Tr.
Cobblestone Tr.
Whitmore Tr.
2,306
25.0
830
Y
Y
5
Local
$ 230,556
$ 69,167
2005
Stonebridge Tr.
Whitmore Tr.
Whitmore Tr.
3,214
25.0
1,157
Y
Y
5
Local
$ 321,389
$ 96,417
2012
Cobblestone Tr.
Wimbleton Tr.
Whitmore Tr.
5,847
25.0
2,105
Y
Y
5
Local
$ 584,722
$ 175,417
Creekside Tr.
Huntington Dr.
Winding Creek Dr.
7,181
24.0
2,693
Y
Y
5
Local
$ 718,133
$ 215,440
Bull Valley Rd.
Curran Rd.
City Limit
8,222
20.0
3,700
N
N
6
Collector
$ 616,667
$ 164,444
2016
Pearl Ave.
Stillhill Dr.
Beach Dr.
952
21.0
408
N
N
6
Local
$ 71,400
$ 19,040
Carey Dr.
Forrest Rd.
Biscayne Rd.
2,136
22.0
874
N
N
6
Local
$ 160,233
$ 42,729
Beach Dr.
Barreville Rd.
Bonita Ln.
2,364
19.0
1,120
N
N
6
Local
$ 177,333
$ 47,289
Virginia Ave.
John St.
Country Club Dr.
2,208
19.0
1,046
N
N
6
Local
$ 165,617
$ 44,164
Bonner Dr.
Beach Rd.
Dead End
5,724
21.0
2,453
N
N
6
Local
$ 429,275
$ 114,473
Riverside Dr. (S)
Beach Rd.
Dead End
3,126
22.0
1,279
N
N
6
Local
$ 234,483
$ 62,529
Spruce Ln.
Flower St.
East End
1,190
21.0
510
N
N
6
Local
$ 89,250
$ 23,800
2002
Hollywood Blvd.
Beach Dr.
Forest Rd.
3,850
21.0
1,650
N
N
6
Local
$ 288,750
$ 77,000
Terrace Dr.
Broadway St.
Hilltop Blvd.
1,752
21.0
751
N
N
6
Local
$ 131,425
$ 35,047
2010
Beach Dr.
Riverside Dr. (S)
Hilltop Blvd.
3,075
21.0
1,318
N
N
6
Local
$ 230,650
$ 61,507
Forest Road
Green St.
Hollywood Blvd.
2,500
20.0
1,125
N
N
6
Local
$ 187,500
$ 50,000
Lakeland Ave.
Home Ave.
Ramble Rd.
1,446
19.0
685
N
N
6
Local
$ 108,458
$ 28,922
2010
Completed
Centegra Dr.
Gladstone Dr.
Ridgeview Dr.
4,707
24.0
1,765
N
N
6
Local
$ 353,000
$ 94,133
2005
2013
Emily Lan.
Lincoln Rd.
River Ln.
1,200
18.0
600
N
N
6
Local
$ 90,000
$ 24,000
2008
Mary Ln.
Lincoln Rd.
River Ln.
1,200
18.0
600
N
N
6
Local
$ 90,000
$ 24,000
2005
2014
Mourine Ln.
Lincoln Rd.
River Ln.
1,200
18.0
600
N
N
6
Local
$ 90,000
$ 24,000
Glen Dr.
Bonner Dr.
South End
1,041
22.0
426
N
N
6
Local
$ 78,100
$ 20,827
River Ln.
North End
South End
2,269
19.0
1,075
N
N
6
Local
$ 170,208
$ 45,389
2003
Home Ave.
East End
Sunset Dr.
12,987
24.0
4,870
N
N
6
Local
$ 974,000
$ 259,733
Completed
St. Paul Ave.
Green St.
West End
3,732
27.0
1,244
N
N
6
Local
$ 279,900
$ 74,640
2004
2012
Dartmoor Dr.
IL Route 31
Railroad Tracks
2,744
36.0
686
Y
N
6
Collector
$ 274,400
$ 68,600
Bolger Ct.
Ridgeview Dr.
Cul-De-Sac
1,333
32.0
375
Y
N
6
Industrial
$ 133,333
$ 33,333
Corporate Dr.
Prime Pkwy.
Dead End
5,380
31.0
1,562
Y
N
6
Industrial
$ 538,022
$ 134,506
2013
Century Ct.
Ridgeview Dr.
Dead End
1,436
25.0
517
Y
N
6
Industrial
$ 143,611
$ 35,903
Metalmaster Way
Ridgeview Dr.
Dead End
1,403
25.0
505
Y
N
6
Industrial
$ 140,278
$ 35,069
2002
Park PI.
Front St.
Knox Park
1,617
30.0
485
Y
N
6
Industrial
$ 161,667
$ 40,417
2014
Knox Dr.
Park PI.
Municipal Dr.
3,261
25.0
1,174
Y
N
6
Local
$ 326,111
$ 81,528
2005
2012
Judy Ln.
John St.
Riverstream Dr.
2,283
30.0
685
Y
N
6
Local
$ 228,333
$ 57,083
Municipal Dr.
Green St.
Knox Dr.
5,430
38.0
1,286
Y
Y
6
Collector
$ 542,978
$ 162,893
2005
Reagan Blvd.
Lincoln Rd.
Tyler Tr.
3,347
25.0
1,205
Y
Y
6
Collector
$ 334,722
$ 100,417
2005
2012
Dartmoor Dr.
Crystal Lake Rd.
Union Pacific Railroad
10,667
40.0
2,400
Y
Y
6
Collector
$ 1,066,667
$ 320,000
Barney Ct.
Adams Dr.
Cul-De-Sac
2,908
33.0
793
Y
Y
6
Industrial
$ 290,767
$ 87,230
Mercy Dr.
IL Rte 31
Dead End
2,117
25.0
762
Y
Y
6
Industrial
$ 211,667
$ 63,500
2013
Adams Dr.
Elm St.
North End
5,999
33.0
1,636
Y
Y
6
Industrial
$ 599,867
$ 179,960
Plumrose Ln.
Hemlock Dr.
Arbor Dr.
1,944
25.0
700
Y
Y
6
Local
$ 194,444
$ 58,333
2016
Wedgewood Tr.
Dartmoor Dr.
Blue Grass Tr.
5,264
25.0
1,895
Y
Y
6
Local
$ 526,389
$ 157,917
2008
2014
Kresswood Dr.
Bull Valley Rd.
Bull Valley Rd.
6,754
28.0
2,171
Y
Y
6
Local
$ 675,422
$ 202,627
Castlewood Tr.
London Tr.
Cartwright Tr.
2,681
25.0
965
Y
Y
6
Local
$ 268,056
$ 80,417
2006
2013
Savoy Ln.
Concord Dr.
Concord Dr.
3,187
24.0
1,195
Y
Y
6
Local
$ 318,667
$ 95,600
2004
2014
Tralee Ln.
Cork Ln.
Cork Ln.
4,176
24.0
1,566
Y
Y
6
Local
$ 417,600
$ 125,280
2010
Wimbleton Tr.
Blue Grass Tr.
Cul-De-Sac
4,692
25.0
1,689
Y
Y
6
Local
$ 469,167
$ 140,750
Page 5 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Steeplechase Ct.
Barkley Ct.
Castlewood Tr. Cul-De-Sac
Highbridge Tr. Cul-De-Sac
753
25.0
25.0
271
Y
Y
6
Local $ 75,278
Local $ 76,389
$ 22,583 2008
$ 22,917
764
275
Y
Y
6
Joyce Ct.
Joyce Ln.
Cul-De-Sac
772
25.0
278
Y
Y
6
Local
$ 77,222
$ 23,167
Hoover Tr.
Tyler Tr.
Cul-De-Sac
3,114
25.0
1,121
Y
Y
6
Local
$ 311,389
$ 93,417
Carriage Tr.(W)
Winding Creek.
Cul-De-Sac
800
24.0
300
Y
Y
6
Local
$ 80,000
$ 24,000
Cartwright Tr.
Cobblestone Tr.
Dartmoor Dr.
2,750
25.0
990
Y
Y
6
Local
$ 275,000
$ 82,500
Legend Ln.
Dartmoor Dr.
Dartmoor Dr.
6,400
24.0
2,400
Y
Y
6
Local
$ 640,000
$ 192,000
2005
Cork Ln.
Farmstead Dr.
Dartmoor Dr.
5,960
24.0
2,235
Y
Y
6
Local
$ 596,000
$ 178,800
Oakton St.
Joyce Ct.
Dartmoor Dr.
2,347
25.0
845
Y
Y
6
Local
$ 234,722
$ 70,417
2014
Norman Dr.
Joyce Ln.
Dartmoor Dr.
2,708
25.0
975
Y
Y
6
Local
$ 270,833
$ 81,250
2006
2012
Oakton Ct.
Dartmoor Dr.
Dead End
556
25.0
200
Y
Y
6
Local
$ 55,556
$ 16,667
Completed
Meadowlane Ave.
Front St.
Dead End
949
24.0
356
Y
Y
6
Local
$ 94,933
$ 28,480
2002
Greendale Ct.
Loyola Dr.
Dead End
1,111
25.0
400
Y
Y
6
Local
$ 111,111
$ 33,333
Highbridge Tr.
Jordan Ct.
Eaglewood Tr.
2,633
25.0
948
Y
Y
6
Local
$ 263,333
$ 79,000
2002
Creekside Ct.
Creekside Tr.
East End
627
24.0
235
Y
Y
6
Local
$ 62,667
$ 18,800
2005
Waukegan Rd.
Green St.
East End
6,989
37.0
1,700
Y
Y
6
Local
$ 698,889
$ 209,667
2010
2014
Longford Dr.
Shannon Dr.
Farmstead Dr.
6,667
24.0
2,500
Y
Y
6
Local
$ 666,667
$ 200,000
Remington Tr.
Crystal Lake Rd.
Glenbrook Tr.
2,297
26.0
795
Y
Y
6
Local
$ 229,667
$ 68,900
2015
Augusta Dr.
Dartmoor Dr.
Greenbrier Dr.
3,853
24.0
1,445
Y
Y
6
Local
$ 385,333
$ 115,600
2002
Silbury Ct.
Kensington Dr.
Kensington Dr.
3,053
24.0
1,145
Y
Y
6
Local
$ 305,333
$ 91,600
2010
2014
Middleton Ln.
Longford Dr.
Longford Dr.
5,491
24.0
2,059
Y
Y
6
Local
$ 549,067
$ 164,720
2005
Cross Tr.
Joyce Ln.
Loyola Dr.
3,847
25.0
1,385
Y
Y
6
Local
$ 384,722
$ 115,417
North Dr.
West Ave.
Maple Ave.
3,360
28.0
1,080
Y
Y
6
Local
$ 336,000
$ 100,800
Whitmore Tr.
Dartmoor Dr.
Newport Tr.
4,150
25.0
1,494
Y
Y
6
Local
$ 415,000
$ 124,500
2010
2012
DePaul Ct.
Loyola Dr.
North End
1,097
25.0
395
Y
Y
6
Local
$ 109,722
$ 32,917
2007
Wiltshire Dr.
Oakwood Dr.
Oakwood Dr.
6,592
24.0
2,472
Y
Y
6
Local
$ 659,200
$ 197,760
2008
2012
Limerick Ln.
Shannon Dr.
Shannon Dr.
2,533
24.0
950
Y
Y
6
Local
$ 253,333
$ 76,000
Melrose Ct.
Wiltshire Dr.
South End
2,480
24.0
930
Y
Y
6
Local
$ 248,000
$ 74,400
2012
Eisenhower Blvd.
Tyler Tr.
Tyler Tr.
3,711
25.0
1,336
Y
Y
6
Local
$ 371,111
$ 111,333
Eaglewood Tr.
Newport Tr.
West End
2,072
25.0
746
Y
Y
6
Local
$ 207,222
$ 62,167
2002
Landcaster Cir.
Whitmore Tr.
Whitmore Tr.
3,264
25.0
1,175
Y
Y
6
Local
$ 326,389
$ 97,917
Cambridge Dr.
Abbington Dr.
Windridge Dr.
2,288
24.0
858
Y
Y
6
Local
$ 228,800
$ 68,640
2002
Lawn Ct.
Bonner Dr.
Cul-De-Sac
350
21.0
150
N
N
7
Local
$ 26,250
$ 7,000
2002
Pleasant Ave.
Home Ave.
Willow Ln.
2,595
21.0
1,112
N
N
7
Local
$ 194,600
$ 51,893
Woods St.
Crestwood Dr.
West End
1,827
23.0
715
Y
N
7
Local
$ 182,722
$ 45,681
2010
2013
London Tr.
Cobblestone Tr.
Castlewood Tr.
2,225
25.0
801
Y
Y
7
Local
$ 222,500
$ 66,750
2010
2016
Independence Ct.
Highbridge Tr.
Cul-De-Sac
278
25.0
100
Y
Y
7
Local
$ 27,778
$ 8,333
2010
Waterford Ct.
Waterford Dr.
Cul-De-Sac
1,085
24.0
407
Y
Y
7
Local
$ 108,533
$ 32,560
Bluegrass Tr.
Wimbleton Tr.
Cul-De-Sac
1,783
25.0
642
Y
Y
7
Local
$ 178,333
$ 53,500
2010
Evergreen Cir.
Blake Ave.
Evergreen Cir.
6,881
25.0
2,477
Y
Y
7
Local
$ 688,056
$ 206,417
2005
Waterford Dr.
Farmstead Dr.
Farmstead Dr.
9,956
28.0
3,200
Y
Y
7
Local
$ 995,556
$ 298,667
2012
Abbington Dr.
Dartmoor Dr.
Greenbrier Dr.
3,307
24.0
1,240
Y
Y
7
Local
$ 330,667
$ 99,200
2010
Trappers Ct.
Boone Creek Dr.
North End
1,028
25.0
370
Y
Y
7
Local
$ 102,778
$ 30,833
Tyler Tr.
Bush Tr.
Truman Tr.
12,150
25.0
4,374
Y
Y
7
Local
$ 1,215,000
$ 364,500
2005
Concord Dr.
Veterans Pkwy.
Veterans Pkwy.
5,707
24.0
2,140
Y
Y
7
Local
$ 570,667
$ 171,200
2005
Springdale Ln.
Scully Dr.
West End
2,725
31.0
791
Y
Y
7
Local
$ 272,456
$ 81,737
Ridge Rd.
IL Rte 120
City Limit
8,531
22.0
3,490
N
N
8
Collector
$ 639,833
$ 170,622
2002
Bull Valley Rd.
Crystal Lake Rd.
Curran Rd.
7,200
24.0
2,700
N
N
8
Collector
$ 540,000
$ 144,000
2008
Completed
Burning Tree Cir.
Eagle Pt.
Eagle Pt.
10,950
27.0
3,650
N
N
8
Collector
$ 821,250
$ 219,000
2010
Burning Tree Dr.
Ridge Rd.
Eagle Pt.
9,489
28.0
3,050
N
N
8
Collector
$ 711,667
$ 189,778
2009
Anne St.
Green St.
Front St.
5,306
25.0
1,910
N
N
8
Collector
$ 397,917
$ 106,111
Old Draper Rd.
Draper Rd.
North End
2,933
24.0
1,100
N
N
8
Collector
$ 220,000
$ 58,667
2010
2016
Mill St.
Crystal Lake Rd.
Dead End
1,955
23.0
765
N
N
8
Industrial
$ 146,625
$ 39,100
Charles St.
Lincoln Rd.
Elm St.
1,736
25.0
625
N
N
8
Local
$ 130,208
$ 34,722
2016
Page 6 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Golfview Ter. John St. Golfview Ave.
Church St. Freund Ave. Grand Ave.
2,211
20.0
21.0
23.0
995
N
N
N
N
N
N
8
8
8
Local $ 165,833
Local $ 70,000
Local $ 183,425
$ 44,222 2010
$ 18,667
$ 48,913
2016
933
2,446
400
957
2012
2013
Dale Ave.
Anne St.
High St.
Golfview Ave.
Golfview Terr.
John St.
1,805
19.0
855
N
N
8
Local
$ 135,375
$ 36,100
Commercial Ave.
Highview Ave.
Meadow Ln.
2,660
21.0
1,140
N
N
8
Local
$ 199,500
$ 53,200
2010
Old Draper Rd.
Draper Rd.
North End
267
24.0
100
N
N
8
Local
$ 20,000
$ 5,333
2010
2016
Tamarack Ct.
Ojibwa Ln.
North End
1,831
32.0
515
N
N
8
Local
$ 137,333
$ 36,622
2005
2015
Grand Ave.
Freund Ave.
Richmond Rd.
3,125
24.0
1,172
N
N
8
Local
$ 234,400
$ 62,507
2010
2016
Crystal Lake Rd.
Bull Valley Rd.
City Limit
12,667
38.0
3,000
N
N
8
Local
$ 950,000
$ 253,333
2004
2015
Schaid Cot.
Diamond Dr.
Cul-De-Sac
685
26.0
237
Y
N
8
Industrial
$ 68,467
$ 17,117
2008
2016
Gladstone Dr.
W. Medical Center Dr.
W. Shamrock Ln.
1,600
24.0
600
Y
N
8
Local
$ 160,000
$ 40,000
2008
2016
Eagle Pt.
Dead End
Burning Tree Cir.
1,806
25.0
650
Y
N
8
Local
$ 180,556
$ 45,139
2010
2016
1st Ave.
Washington St.
City Limit
1,020
20.0
459
Y
N
8
Local
$ 102,000
$ 25,500
2012
2016
Liam Ln.
Galway Dr.
Cul-De-Sac
2,389
24.0
896
Y
N
8
Local
$ 238,933
$ 59,733
2010
Glenmoor Ct.
Homestead Dr.
Cul-De-Sac
1,824
24.0
684
Y
N
8
Local
$ 182,400
$ 45,600
2005
Pin Oak Ct.
Ojibwa Ln.
Cul-De-Sac
1,059
27.0
353
Y
N
8
Local
$ 105,900
$ 26,475
2010
Tomlinson Ct.
Whiting Dr.
Cul-De-Sac
1,833
25.0
660
Y
N
8
Local
$ 183,333
$ 45,833
2010
Whiting Dr.
Tomlinson Dr.
Dead End
12,417
25.0
4,470
Y
N
8
Local
$ 1,241,667
$ 310,417
2010
Borden St.
Elm St.
Main St.
861
24.0
323
Y
N
8
Local
$ 86,133
$ 21,533
2004
2016
Tomlinson Dr.
Whiting Dr.
Whiting Dr.
8,333
25.0
3,000
Y
N
8
Local
$ 833,333
$ 208,333
2010
Dale Ave.
High St.
Young St.
2,067
30.0
620
Y
N
8
Local
$ 206,667
$ 51,667
2005
2015
Lillian St.
Front St.
Crystal Lake Rd.
8,542
25.0
3,075
Y
Y
8
Collector
$ 854,167
$ 256,250
2012
2016
Hillside Ln.
Lincoln Rd.
Eisenhower Blvd.
4,267
32.0
1,200
Y
Y
8
Collector
$ 426,667
$ 128,000
2012
Greenbrier Dr.
Creekside Tr.
Huntington Dr.
3,373
30.0
1,012
Y
Y
8
Collector
$ 337,333
$ 101,200
2012
2016
Scully Dr.
Elm St.
South End
5,763
39.0
1,330
Y
Y
8
Collector
$ 576,333
$ 172,900
2010
2014
Sandburg Dr.
Windridge Dr.
Abbington Dr.
2,824
24.0
1,059
Y
Y
8
Local
$ 282,400
$ 84,720
2012
Homestead Dr.
Farmstead Dr.
Ayre Dr.
3,733
24.0
1,400
Y
Y
8
Local
$ 373,333
$ 112,000
Farington Dr.
Windridge Dr.
Canterbury Dr.
680
24.0
255
Y
Y
8
Local
$ 68,000
$ 20,400
Donegal Ct.
Donegal Dr.
Cul-De-Sac
482
26.0
167
Y
Y
8
Local
$ 48,244
$ 14,473
2008
2015
Dundalk Ln.
Murphy Dr.
Doolin Ln.
2,197
24.0
824
Y
Y
8
Local
$ 219,733
$ 65,920
2016
Carrick Ln.
Draper Rd.
Draper Rd.
2,560
24.0
960
Y
Y
8
Local
$ 256,000
$ 76,800
2008
2016
Dublin Ct.
Draper Rd.
Draper Rd.
1,258
25.0
453
Y
Y
8
Local
$ 125,833
$ 37,750
2010
2016
Polk Tr.
Regan Blvd.
East End
1,325
25.0
477
Y
Y
8
Local
$ 132,500
$ 39,750
2010
Winslow Cir.
Waters Edge Dr.
East End
572
26.0
198
Y
Y
8
Local
$ 57,200
$ 17,160
2012
Woodmar Ct.
Waters Edge Dr.
East End
594
27.0
198
Y
Y
8
Local
$ 59,400
$ 17,820
2006
Galway Dr.
Ayre Dr.
Farmstead Dr.
7,731
25.0
2,783
Y
Y
8
Local
$ 773,056
$ 231,917
2008
2016
Killala Ln.
Galway Dr.
Galway Dr.
2,587
24.0
970
Y
Y
8
Local
$ 258,667
$ 77,600
2012
2016
Almond Ln.
Hazelwood Dr.
Hazelwood Dr.
3,175
25.0
1,143
Y
Y
8
Local
$ 317,500
$ 95,250
Wall St.
Hillside Ln.
Hillside Ln.
2,688
28.0
864
Y
Y
8
Local
$ 268,800
$ 80,640
2010
Clinton Ct.
Tyler Tr.
Cul-De-Sac
592
25.0
213
Y
Y
5
Local
$ 59,167
$ 17,750
2002
Wiltshire Ct.
Wiltshire Dr.
North End
309
24.0
116
Y
Y
8
Local
$ 30,933
$ 9,280
2008 & 2010
Hazelwood Dr.
Almond Ln.
Riverside Dr.
3,753
25.0
1,351
Y
Y
8
Local
$ 375,278
$ 112,583
Bennington Ln.
Martin Rd.
Tomlinson Dr.
6,036
28.0
1,940
Y
Y
8
Local
$ 603,556
$ 181,067
2016
Donegal Dr.
Cork Ln.
Tralee Ln.
2,267
24.0
850
Y
Y
8
Local
$ 226,667
$ 68,000
2008
2013
Bush Ter.
Regan Blvd.
Tyler Tr.
1,289
25.0
464
Y
Y
8
Local
$ 128,889
$ 38,667
2016
Thornwood Dr.
Dartmoor Dr.
Waters Edge Dr.
4,352
24.0
1,632
Y
Y
8
Local
$ 435,200
$ 130,560
2010
2016
Doolin Ave.
No Final Lift
No Final lift
4,920
24.0
1,845
8
Local
$ 492,000
$ 147,600
2010
2016
Freund Ave.
Maple Ave.
Elm St.
4,608
21.0
1,975
N
N
9
Collector
$ 345,625
$ 92,167
2004
2016
Ramble Rd.
North Ave.
Elm St.
5,036
22.0
2,060
N
N
9
Collector
$ 377,667
$ 100,711
2010
2012
Draper Rd.
Farmstead Dr.
Shannon Dr.
7,534
22.0
3,082
N
N
9
Collector
$ 565,033
$ 150,676
2014
2016
John St.
Green St.
Virginia St.
9,040
24.0
3,390
N
N
9
Collector
$ 678,000
$ 180,800
2010
2016
Fairway Dr.
Dead End
Green St.
6,319
22.0
2,585
N
N
9
Local
$ 473,917
$ 126,378
2010
Victor Dr.
Sunset Ave.
Parklane Ave.
800
18.0
400
N
N
9
Local
$ 60,000
$ 16,000
2010
Northside Ave.
IL Rte 120
Plymouth Ave.
1,375
25.0
495
N
N
9
Local
$ 103,125
$ 27,500
2010
Page 7 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
High St.
Timothy Ln.
IL Rte 31
Front St.
5,010
30.0
1,503
Y
N
9
Collector $ 501,000
Industrial $ 1,408,778
$ 125,250 2010
$ 352,194
2016
Prime Pkwy.
Miller Pkwy.
14,088
31.0
4,090
Y
N
9
Ojibwa Ln.
Matanuska Tr.
Draper Rd.
9,396
28.0
3,020
Y
N
9
Local
$ 939,556
$ 234,889
2010
2016
Charmar Dr.
Veterans Pkwy.
Murphy Rd.
669
28.0
215
Y
N
9
Local
$ 66,889
$ 16,722
2016
Florence Blvd.
Whiting Dr.
Ringwood Rd.
1,640
24.0
615
Y
N
9
Local
$ 164,000
$ 41,000
Lee St.
Dale Ave.
Timothy Ln.
2,500
30.0
750
Y
N
9
Local
$ 250,000
$ 62,500
2015
Rose Ave.
Whiting Dr.
Tomlinson Dr.
5,667
25.0
2,040
Y
N
9
Local
$ 566,667
$ 141,667
Crystal Lake Rd.
IL Rte 120
Bull Valley Rd.
49,778
40.0
11,200
Y
Y
9
Collector
$ 4,977,778
$ 1,493,333
2013
Veterans Pkwy.
IL Rte 31
East End
11,000
18.0
5,500
Y
Y
9
Collector
$ 1,100,000
$ 330,000
2016
Main St.
Crystal Lake Rd.
Front St.
5,600
42.0
1,200
Y
Y
9
Collector
$ 560,000
$ 168,000
2015
2016
Orleans St.
McCullom Lake Rd.
Industrial Dr.
16,858
35.0
4,335
Y
Y
9
Collector
$ 1,685,833
$ 505,750
2005
Meadow Ln.
Shore Dr.
IL Rte 120
7,442
28.0
2,392
Y
Y
9
Collector
$ 744,178
$ 223,253
2016
Huntington Dr.
Greenbrier Dr.
Dartmoor Dr.
3,933
24.0
1,475
Y
Y
9
Local
$ 393,333
$ 118,000
Conway Cir.
Doolin Ln.
Doolin Ln.
1,253
24.0
470
Y
Y
9
Local
$ 125,333
$ 37,600
2014
2016
Murphy Dr.
Doolin Ln.
Flynn St.
4,533
24.0
1,700
Y
Y
9
Local
$ 453,333
$ 136,000
2014
2016
Crescent Ave.
John St.
Golfview Ave.
1,838
22.0
752
Y
Y
9
Local
$ 183,822
$ 55,147
2012
2016
Malibu Ct.
Crystal Lake Rd.
Heritage Dr.
4,533
24.0
1,700
Y
Y
9
Local
$ 453,333
$ 136,000
2010
2016
Ayre Dr.
Homestead Dr.
Homestead Dr.
4,667
24.0
1,750
Y
Y
9
Local
$ 466,667
$ 140,000
2010
Cashel Lan.
Doolin Ln.
Murphy Rd.
3,200
24.0
1,200
Y
Y
9
Local
$ 320,000
$ 96,000
2014
2016
Chesterfield Dr.
Front Royal Dr.
Oakwood Dr.
3,200
24.0
1,200
Y
Y
9
Local
$ 320,000
$ 96,000
Bretons Dr.
Green St.
Ronda Rd.
8,991
34.0
2,380
Y
Y
9
Local
$ 899,111
$ 269,733
2014
2016
Heritage Dr.
Greenbrier Dr.
Winding Creek Dr.
1,461
24.0
548
Y
Y
9
Local
$ 146,133
$ 43,840
2016
Hi -Point Rd.
IL Rte 31
Cul-De-Sac
2,285
23.0
894
N
N
10
Industrial
$ 171,350
$ 45,693
Bull Valley Rd. (W)
East End
Charles Miller Rd.
2,476
23.0
969
N
N
10
Local
$ 185,725
$ 49,527
2010
2016
Prairie St.
Bally Rd.
Dead End
1,073
21.0
460
N
N
10
Local
$ 80,500
$ 21,467
2015 & 2010
Silver Glen Rd.
Burning Tree Dr.
Deerwood Tr.
6,987
32.0
1,965
N
N
10
Local
$ 524,000
$ 139,733
2016
Crescent Ave.
Country Club Dr.
John St.
1,564
20.0
704
N
N
10
Local
$ 117,333
$ 31,289
2004
2016
Baly Rd.
Gregg St.
Prairie St.
1,452
23.0
568
N
N
10
Local
$ 108,867
$ 29,031
Skyway Dr.
Bauer Rd.
Ronda Rd.
4,835
22.0
1,978
N
N
10
Local
$ 362,633
$ 96,702
Deer Run Tr.
Deerwood Tr.
Silver Glen Dr.
2,489
28.0
800
N
N
10
Local
$ 186,667
$ 49,778
2016
Linda Rd.
Fairway Dr.
Skyway Dr.
714
21.0
306
N
N
10
Local
$ 53,550
$ 14,280
Ponca St.
Lillian St.
South End
311
14.0
200
N
N
10
Local
$ 23,333
$ 6,222
2016
Colony Tr.
Deerwood Tr.
Timber Tr.
2,669
26.0
924
N
N
10
Local
$ 200,200
$ 53,387
Bull Valley Rd. (E)
Bally Rd.
West End
8,604
22.0
3,520
N
N
10
Local
$ 645,333
$ 172,089
2016
Mead St.
Crystal Lake Rd.
West End
533
24.0
200
N
N
10
Local
$ 40,000
$ 10,667
2016
Centegra Dr.
Medical Center Dr.
285' W of Gladstone Dr.
4,533
24.0
1,700
N
N
10
Local
$ 340,000
$ 90,667
2017
Curran Rd.
Dartmoor Dr.
South End
7,800
24.0
2,925
N
N
10
Collector
$ 585,000
$ 156,000
2017
Cunat Dr.
Crystal Lake Rd.
Bull Valley Rd.
9,867
30.0
2,960
Y
N
10
Collector
$ 986,667
$ 246,667
Knox Dr.
Municipal Dr.
Charles Miller Rd.
1,681
25.0
605
Y
N
10
Local
$ 168,056
$ 42,014
Whiting Ct.
Whiting Dr.
South End
825
25.0
297
Y
N
10
Local
$ 82,500
$ 20,625
2016
2017
Ridgeview Dr.
Bull Valley Rd.
Prime Pkwy.
24,245
32.0
6,819
Y
N
10
Industrial
$ 2,424,533
$ 606,133
2017
Medical Center Dr.
IL Rte 31
460' W of Med Ctr Dr.
4,000
24.0
1,500
Y
N
10
Industrial
$ 400,000
$ 100,000
2017
Lawrence Pkwy.
Medical Center Dr.
Bull Valley Rd.
1,648
24.0
618
Y
N
10
Industrial
$ 164,800
$ 41,200
2003
Biscayne Rd.
Green St.
Amberwood PI.
3,333
25.0
1,200
Y
Y
10
Collector
$ 333,333
$ 100,000
McCullom Lake Rd.
Richmond Rd.
Blake Ave.
18,044
58.0
2,800
Y
Y
10
Collector
$ 1,804,444
$ 541,333
Front Royal Dr.
IL Rte 120
Chesterfield Dr.
12,032
36.0
3,008
Y
Y
10
Collector
$ 1,203,200
$ 360,960
2016
2017
McCullom Lake Rd.
Blake Ave.
City Limit
12,800
32.0
3,600
Y
Y
10
Collector
$ 1,280,000
$ 384,000
Main St.
Front St.
Green St.
5,289
28.0
1,700
Y
Y
10
Collector
$ 528,889
$ 158,667
2016
2017
Kane Ave.
Front St.
West End
1,719
26.0
595
Y
Y
10
Collector
$ 171,889
$ 51,567
Sussex Dr.
Front Royal Dr.
Ashley Dr.
5,389
24.0
2,021
Y
Y
10
Local
$ 538,933
$ 161,680
2016
2017
Lorient Dr.
Ronda Rd.
Bauer Rd.
5,499
24.0
2,062
Y
Y
10
Local
$ 549,867
$ 164,960
2016
2017
Bauer Rd.
Skyway Dr.
Bretons Dr.
1,573
24.0
590
Y
Y
10
Local
$ 157,333
$ 47,200
2016
2017
Donnelly PI.
Dorchester PI.
Brighton PI.
3,389
25.0
1,220
Y
Y
10
Local
$ 338,889
$ 101,667
2016
2017
Sarasota Dr.
Augusta Dr.
Creekside Tr.
2,240
24.0
840
Y
Y
10
Local
$ 224,000
$ 67,200
2016
2017
Page 8 of 9
City of McHenry
Street Asset Inventory
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Functional
Classification
Asset Replacement Value
Asset Major Rehabilitation
Cost
Year
Resurf
Crack
Seal
Pvt Rejuv
Barnwood Tr.
Carter Ct.
Courtland Tr. Cul-De-Sac
Tyler Tr. Cul-De-Sac
3,472
25.0
27.0
1,250
Y
Y
Y
Y
10
Local $ 347,222
Local $ 90,000
$ 104,167 2016
$ 27,000
2017
900
300
10
Wicklow Dr.
Cork Ln.
Dead End
450
27.0
150
Y
Y
10
Local
$ 45,000
$ 13,500
Bode Ln.
Cunat Dr.
East End
1,500
27.0
500
Y
Y
10
Local
$ 150,000
$ 45,000
Ashley Dr.
Sussex Dr.
Front Royal Dr.
8,163
31.0
2,370
Y
Y
10
Local
$ 816,333
$ 244,900
2016
2017
Monroe Ave.
Cunat Dr.
Madison Ave.
3,889
25.0
1,400
Y
Y
10
Local
$ 388,889
$ 116,667
Manchester Mall
Front Royal Dr.
Manchester Dr.
3,246
23.0
1,270
Y
Y
10
Local
$ 324,556
$ 97,367
2016
2017
Madison Ave.
Cunat Dr.
Monroe Ave.
-
Y
Y
10
Local
$ -
$ -
Turnberry Dr.
Green St.
Ronda Rd.
8,149
32.0
2,292
Y
Y
10
Local
$ 814,933
$ 244,480
2016
Essex Ct.
Chesterfield Dr.
South End
604
20.0
272
Y
Y
10
Local
$ 60,444
$ 18,133
2016
2017
Ronda Dr.
Fairway Dr.
Turnberry Dr.
3,485
24.0
1,307
Y
Y
10
Local
$ 348,533
$ 104,560
2016
2017
Valley Rd.
Fairway Dr.
Turnberry Dr.
3,736
25.0
1,345
Y
Y
10
Local
$ 373,611
$ 112,083
2016
2017
Camden St.
Cunat Dr.
York Town St.
1,365
24.0
512
Y
Y
10
Local
$ 136,533
$ 40,960
Ringwood Rd.
IL Rte 120
Florence Blvd.
6,915
22.0
2,829
Y
Y
10
Collector
$ 691,533
$ 207,460
Dartmoor Dr.
Curran Rd.
Dartmoor Drive Bridge
11,378
32.0
3,200
Y
Y
10
Collector
$ 853,333
$ 341,333
2017
Lexington St.
Cunat Dr.
York Town St.
1,419
24.0
532
Y
Y
10
Local
$ 141,867
$ 42,560
Pavement
Roadway
Roadway
Area
Length
Length
(SQ YD)
(Mile)
(FT)
System
Totals
1,893,393
122.0
644,066
System Asset
System Major
Replacement Cost
Rehabilitation Cost
System
Totals
$ 175,030,114
$ 50,375,418
Page 9 of 9
0
Year #1
City of McHenry
5 Year Resurfacing Program
Street
From
To
Area (SO YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Cost
Pebble Crk.
Green St.
Amberwood PI.
2,500
25.0
900
Y
Y
3
$ 75,000
Brighton PI.
Donnelly PI.
Amberwood PI.
2,583
25.0
930
Y
Y
3
$ 77,500
Westminster PI.
Donnelly PI.
Amberwood PI.
2,389
25.0
860
Y
Y
3
$ 71,667
Amberwood PI.
Dorchester PI.
Biscayne Rd.
5,044
25.0
1,816
Y
Y
3
$ 151,333
Dorchester PI.
Amberwood PI.
Donnelly PI.
2,875
25.0
1,035
Y
Y
3
$ 86,250
Geneva PI.
Amberwood PI.
Donnelly PI.
2,500
25.0
900
Y
Y
3
$ 75,000
Ronda Dr.
Turnberry Dr.
Loch Glen Ln.
2,224
24.0
834
Y
Y
3
$ 66,720
Loch Glen Ln.
Turnberry Dr.
Ronda Rd.
5,569
25.0
2,005
Y
Y
3
$ 167,083
Valley Rd.
Turnberry Dr.
South End
3,142
25.0
1,131
Y
Y
3
$ 94,250
Katie Ln.
Ronda Rd.
Turnberry Dr.
2,083
25.0
750
Y
Y
3
$ 62,500
Larkin Ln.
Green St.
Cul-De-Sac
2,235
27.0
745
Y
Y
3
$ 67,050
Young St.
Dale Ave.
Green St.
3,833
30.0
1,150
Y
Y
3
$ 115,000
Third St.
Elm St.
James St.
4,458
25.0
1,605
Y
Y
3
$ 133,750
Fourth St.
Main St.
James St.
516
22.0
620
N
Y
3
$ 37,889
Program Total 1 $ 1,280,992
Year #2
Street
From
To
Area (SO YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Cost
Glenbrook Tr.
Crystal Lake Rd.
Dartmoor Dr.
15,577
28.0
5,007
Y
3
$ 467,320
Abbey Dr.
Winding Creek Dr.
Brookwood Tr.
5,960
24.0
2,235
9r Y
Y
3
$ 178,800
Brookwood Tr.
Abbey Dr.
Bull Valley Rd.
4,042
25.0
1,455
Y
Y
3
$ 121,250
Somerset Mall
Front Royal Dr.
Cul-De-Sac
1,067
20.0
480
Y
N
3
$ 26,667
Canterbury Dr.
Greenbrier Dr.
Augusta Dr.
4,160
24.0
1,560
Y
Y
3
$ 124,800
Cross Tr.
Kensington Dr.
Joyce Ln.
4,564
31.0
1,325
Y
Y
3
$ 136,917
Fairfax Dr.
Winding Creek Dr.
Abbey Dr.
627
24.0
235
Y
Y
3
$ 18,800
Windhaven Tr.
Brookwood Tr.
Dead End
867
24.0
325
Y
Y
3
$ 26,000
Colony Ct.
Glenbrook Tr.
Dead End
514
25.0
185
Y
Y
3
$ 15,417
Winhaven Ct.
Wimbleton Tr.
North End
573
24.0
215
Y
Y
3
$ 17,200
Courtland Tr.
Cross Tr.
Driftwood Tr.
2,373
24.0
890
Y
Y
3
$ 71,200
Village Tr.
Overland Tr.
Glenbrook Tr.
2,867
25.0
1,032
Y
Y
3
$ 86,000
Crystal Tr.
Glenbrook Tr.
Cross Tr.
2,819
25.0
1,015
Y
Y
3
$ 84,583
Front Royal Ct.
Front Royal Dr.
Cul-De-Sac
356
20.0
160
Y
Y
3
$ 10,667
Oregon Tr.
Cross Tr.
Glenbrook Tr.
3,333
25.0
1,200
Y
Y
3
$ 100,000
Veretta Ct.
Courtland Tr.
North End
1,514
25.0
545
Y
Y
3
$ 45,417
Overland Tr.
Glenbrook Tr.
Cross Tr.
2,381
25.0
857
Y
Y
3
$ 71,417
Hartland Tr.
Glenbrook Tr.
Village Tr.
1,197
25.0
431
Y
3
$ 5,917
Program Total 1 $ 1,638,370
Year #3
Street
From
To
Area (SO YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Cost
Olde Mill Ln.
Leonard Ave.
McCullom Lake Rd.
8,097
25.0
2,915
Y
Y
3
$ 242,917
Blake Blvd.
McCullom Lake Rd.
E. of Evergreen Cir.
2,964
38.0
702
Y
Y
3
$ 88,920
Settlers Cot.
Olde Mill Ln.
Cul-De-Sac
500
25.0
180
Y
Y
3
$ 15,000
Graue Mill Ct.
Spring Creek Ln.
Cul-De-Sac
931
25.0
335
Y
Y
3
$ 27,917
Landings Ct.
Olde Mill Ln.
East End
625
25.0
225
Y
Y
3
$ 18,750
Boone Creek Cir.
Olde Mill Ln.
Leonard St.
4,342
25.0
1,563
Y
Y
3
$ 130,250
Crooked Tree Ct.
Olde Mill Ln.
North End
847
25.0
305
Y
Y
3
$ 25,417
Springcreek Ln.
Olde Mill Ln.
Olde Mill Ln.
3,097
25.0
1,115
Y
Y
3
$ 92,917
McCullom Lake Rd.
Riverside Dr.
Richmond Rd.
8,044
40.0
1,810
Y
Y
3
$ 241,333
Leonard Ave.
Dead End
Olde Mill Ln.
3,803
24.0
1,426
Y
N
3
$ 95,067
Bradley Ct.
Orleans St.
Cul-De-Sac
1,480
24.0
555
Y
Y
3
$ 44,400
Lauren Ct.
Orleans St.
Cul-De-Sac
1,243
24.0
466
Y
Y
3
$ 37,280
Cornell Cot.
Orleans St.
East End
1,227
24.0
460
Y
Y
3
$ 36,800
Drake Ct.
Orleans St.
East End
1,227
24.0
460
Y
Y
3
$ 36,800
Jennifer Ln.
Prestwick St.
Leonard Ave.
3,093
24.0
1,160
Y
Y
3
$ 92,800
Prestwick St.
Donovan St.
Orleans St.
5,333
24.0
2,000
Y
Y
3
$ 160,000
Ryan St.
Prestwick St.
Orleans St
1,141
24.0
428
Y
Y
3
$ 34,240
Brown St.
Orleans St.
Prestwick St.
1,133
24.0
425
Y
Y
3
$ 34,000
Donovan Ct.
Orleans St.
East End
437
24.0
164
Y
Y
3
$ 13,120
Donovan St.
Orleans St.
Prestwick St.
2,573
31.0
747
Y
Y
3
$ 77,190
180,775
McCullom Lake Rd.
Lakewood Rd.
2,410
21.0
1,033
N
N
3
$ 180,775
Program Total
$ 1,725,892
Page 1 of 2
0
Year #4
City of McHenry
5 Year Resurfacing Program
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Cost
Deerwood Tr.
Ridge Rd.
Dead End
9,456
33.0
2,579
N
N
3
$ 189,127
Ridgeway Tr.
Deerwood Tr.
North End
5,373
28.0
1,727
N
N
3
$ 107,458
Woodridge Tr.
Deerwood Tr.
Ridgeway Tr.
8,700
27.0
2,900
N
N
3
$ 174,000
Timber Tr.
Dead End
West End
7,392
27.0
2,464
N
N
3
$ 147,840
Amherst Ct.
Bennington Dr.
Cul-De-Sac
2,709
24.0
1,016
Y
N
3
$ 67,733
Radcliff Ct.
Bennington Dr.
East End
1,849
32.0
520
Y
N
3
$ 46,222
Chickaloon Dr.
Curran Rd.
Dead End
13,483
24.0
5,056
Y
N
3
$ 337,067
Katmai Tr.
Chickaloon Dr.
North End
1,137
22.0
465
N
N
3
$ 22,733
Matanuska Tr.
Chickaloon Dr.
Dead End
8,194
25.0
2,950
Y
N
3
$ 204,861
Program Total 1 $ 1,297,041
Year #5
Street
From
To
Area (SQ YD)
Width (FT)
Length (FT)
Curb
Sidewalk
Condition
Rating
Cost
April Ave.
Whiteoak Dr.
Dead End
2,204
32.0
620
N
N
3
$ 44,089
White Oak Ct.
Whiteoak Dr.
South End
858
27.0
286
N
N
3
$ 17,160
Cherryhill Ct.
Whiting Dr.
South End
1,286
25.0
463
Y
N
3
$ 32,153
White Oak Dr.
Tomlinson Dr.
West End
6,269
28.0
2,015
Y
N
3
$ 156,722
Prairie Ave.
Beach Rd.
Oak Dr.
11,227
23.0
4,393
N
N
3
$ 224,531
Shore Dr.
Oak Dr.
Ringwood Rd.
19,742
25.0
7,107
Y
Y
3
$ 592,250
Denali Tr.
Chickaloon Dr.
Dead End
2,090
22.0
855
N
N
3
$ 41,800
Tustamena Tr.
Chickaloon Dr.
East End
2,982
23.0
1,167
N
N
3
$ 59,647
Sycamore Ct.
Matanuska Tr.
East End
2,133
32.0
600
N
N
3
$ 42,667
Illiamna Tr.
Denali Tr.
West End
805
24.0
302
N
N
3
$ 16,107
Hayward Ct.
Matanuska Tr.
West End
2,009
32.0
565
Y
N
3
$ 50,222
Albert Dr.
Whiting Dr.
North End
3,331
26.0
1,153
Y
Y
3
$ 83,272
Program Total 1 $ 1,360,619
Page 2 of 2
Location
Length (LF)
Width (LF)
Area (SQ YD)
5 Year Road Program - Year 1
Estimate of Quantities
Ambenaood
Drive
Pebble Creek
Place
Westminster
Place
Brighton Place
Geneva Place
Dorchester
Place
Loch Glen
Lane
Valley Road
Ronda Road
Katie Lane
Larkin Lane
3rd Street
4" Street
Young Street
Project Totals
1,450
900
910
905
910
900
2,265
1,170
585
775
760
1,375
555
1,175
14,635
25.1
25.0
25.0
25.0
25.0
25.0
25.0
25.1
25.0
25.0
26.9
Varies
Varies
30.0
4,231
2,605
2,647
2,635
2,650
2,547
6,292
3,402
1,625
2,202
2,706
4,033
1,362
3,917
42,854
Item
Unit
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity
Quantity Item Totals
1
BIT MATLS TACK CT
POUND
2,856
1,758
1,787
1,779
1,789
1,719
4,247
2,296
1,097
1,486
1,827
2,722
919
2,644 28,927
2
BIT MATLS PR CT
POUND
-
-
-
-
-
-
-
-
-
-
-
-
-
- 0
3
HMA BC IL 19.0 N50
TON
540
333
338
336
338
325
803
434
207
281
346
515
174
500
5,472
4
HMA SC IL 9.5 N50
TON
355
219
222
221
223
214
529
286
137
185
227
339
114
329
3,600
5
1 HMA SURF REM 3-1/2" SPL
SQ YD
4,231
2,605
2,647
2,635
2,650
2,547
6,292
3,402
1,625
2,202
2,706
4,033
1,362
3,917
42,854
6
PREP OF BASE (SPL)
SQ YD
4,231
2,605
2,647
2,635
2,650
2,547
6,292
3,402
1,625
2,202
2,706
4,033
1,362
3,917
42,854
7
REM & DISP UNS MATL
CU YD
71
43
44
44
44
42
105
57
27
37
45
67
23
65
714
8
AGG SUBGRADE IMPROVE
CU YD
71
43
44
44
44
42
105
57
27
37
45
67
23
65
714
9
AGG BASE REPAIR
TON
42
26
26
26
27
25
63
34
16
22
27
40
14
39
429
10
COMB CURB GUTTER REM
FOOT
215
185
180
140
140
100
800
180
150
150
100
248
-
400
2,988
11
1 COM CC&G TM6.12
FOOT
215
185
180
140
140
100
800
180
150
150
100
248
400
2,988
12
SIDEWALK REM
SQ FT
620
1,040
800
680
920
680
2,660
1,000
660
580
620
1,210
-
11,470
13
PC CONC SIDEWALK 5
SQ FT
620
1,040
800
680
920
680
2,660
1,000
660
580
620
1,210
-
-
11,470
14
CONC DRV R&R SPL
SQ YD
42
26
26
26
27
25
63
34
16
22
27
40
14
39
429
15
AGG BASE CSE B 4
SQ YD
105
146
119
99
126
92
429
141
98
89
86
176
-
-
1,706
16
DETECTABLE WARNINGS
SQ FT
-
80
32
32
32
-
128
32
32
33
34
35
36
37
543
171
RESTORATION (SPECIAL)
SQ YD
117
157
129
107
133
98
473
151
107
98
91
189
-
-
1,849
181
THPL PVT MKG LINE 4
LF
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0
19
1 THPL PVT MKG LINE 6
LF
90
100
100
100
60
100
101
102
103
856
20
1 THPL PVT MKG LINE 12
LF
-
-
-
-
-
-
-
-
-
-
0
21
1 THPL PVT MKG LINE 24
LF
16
36
18
36
26
18
19
20
21
210
22
1 THPL PVT MKG LTR & SYM
SF
-
-
-
-
-
-
-
-
-
-
-
-
-
-
0
23
1 MAN ADJUST
EA
3
-
-
-
12
8
3
4
4
6
4
44
24
VV ADJUST
EA
-
-
-
-
-
-
-
-
2
2
25
VALVE COVER ADJ
EA
-
-
-
-
-
1
-
1
26
INLETS ADJ
EA
1
2
1
-
-
4
27
INLETS ADJ NEW F&G
EA
-
-
-
1
-
1
28
TRAF CONT & PROT SPL
L SUM
-
-
1
Hot -Mix Asphalt mixtures estimated at 112 LB/(in)/(SQYD) for surface mixtures and 113.5 LB/(in)/(SQYD) for binder mixtures
Bituminous Materials (Tack Coat) shall be emulsified asphalt SS-1
Bituminous Materials (Tack Coat) estimated at 0.05 LB/SQ FT for milled surfaces and 0.025 LB/SQ FT for newly paved asphalt surfaces
Bituminous Materials (Prime Coat) shall be PEP
Bituminous Materials (Prime Coat) estimated at 0.15 LB/SQ FT for aggregate surfaces
Engineer's Estimate
Unit Price
Item Cost
$
0.50
$
14,463.33
$
0.50
$
$
55.00
$
300,957.71
$
62.50
$
224,985.08
$
2.80
$
119,992.04
$
0.50
$
21,427.15
$
35.00
$
24,998.34
$
25.00
$
17,855.96
$
25.00
$
10,713.58
$
5.00
$
14,937.50
$
30.00
$
89,625.00
$
3.00
$
34,409.70
$
5.50
$
63,084.45
$
60.00
$
25,712.58
$
5.00
$
8,528.42
$
30.00
$
16,290.00
$
10.00
$
18,494.33
$
0.80
$
-
$
1.20
$
1,027.20
$
2.00
$
-
$
5.00
$
1,050.00
$
5.00
$
-
$
500.00
$
22,000.00
$
500.00
$
1,000.00
$
500.00
$
500.00
$
500.00
$
2,000.00
$
1,500.00
$
1,500.00
$
31,066.57
$
31,066.57
Project Total $ 1,066,618.93
_ City of McHenry
Mc...
5 Year Parking Lot Resurfacing Program
Year 1 Proaram
Condition
Location Improvements Area Rating Cost
Parks Maintenance Garage Resurfacing, Pavement Markings, Misc Repairs 3,888 2 97.200
Year 1 Parking Total $ 97,200
Year 2 Program
Location
Improvements
Area
on tion
Rating
Cost
West Beach Park
Resurfacing, Pavement Markings, Misc Repairs
1239
2
$ 30,975
East Beach Park
Resurfacing, Pavement Markings, Misc Repairs
723
2
$ 18,075
Hickory Creek Farm
Resurfacing, Pavement Markings, Misc Repairs
2222
4
$ 55,550
Year 2 Parking Total $ 104,600
Year 3
Year 5
Year 3 Parking Total 1 $ 231,245
Year 4 Parking Total 1 $ 118,000
Year 5 Parking Total 1 $ 188,875
Page 1 of 1
City of McHenry
Parks and Downtown Facilities
Parking Lot Inventory
Facility
Area (SQ YD)
Condition Rating
Resurfacing Cost
Year Resurfaced
Knox Park Barn (Lot B)
4,444
1
$ 111,100.00
Knox Park Barn (Lot C)
5,777
1
$ 144,425.00
Miller River Front Park
6,666
1
$ 166,650.00
Fox Ridge Park
5,833
1
$ 145,825.00
Lakeland Park Boat Launch
460
1
$ 11,500.00
Petersen Park, Picnic Area Parking
3,888
1
$ 97,200.00
West Beach Park
1,239
2
$ 30,975.00
Parks Department Maintenance Building
3,888
2
$ 97,200.00
Main Street South Lot (Lot B)
744
2
$ 18,600.00
East Beach Park
723
3
$ 18,075.00
Knox Park (Lot A)
6,607
3
$ 231,245.00
Court Street North Lot (Lot A)
2,222
3
$ 55,550.00
Hickory Farm
2,222
4
$ 55,550.00
Petersen Park (Lot A)
4,720
5
$ 118,000.00
Main Street North (Lot A)
1,044
5
$ 26,100.00
Public Works Facility Lot
7,555
6
$ 188,875.00
Althoff Park
5,785
6
$ 144,625.00
Petersen Park Back Lot (Lot B)
1,777
6
$ 44,425.00
Petersen Park Beach
7,000
7
$ 175,000.00
Shamrock Park
4,111
7
$ 102,775.00
Municipal Center
8,888
7
$ 222,200.00
Riverside Alley
2,444
7
$ 61,100.00
Freund Field
1,833
7
$ 45,825.00
Petersen Park Oak Lot (Lot C)
2,333
9
$ 58,325.00
2014
Green Street Lot
5,000
9
$ 125,000.00
2015
Court Street South Lot (Lot B)
888
9
Concrete Surface
2009
Lakeland Park Community Center Lot
1,166
10
$ 29,150.00
2016
Recreation Center
3,333
10
$ 83,325.00
2015
Facilities condition rated at "1" are currently maintained as gravel lots and/or access roads.
Resurfacing Cost Estimated at $25/SQ YD
Knox Park costs are estimated at $35/SQ YD Due to necessary site drainage improvements
Page 1 of 1
Chapter Fifty-two
PAVEMENT PRESERVATION
BUREAU OF DESIGN AND ENVIRONMENT MANUAL
Illinois PAVEMENT PRESERVATION September 2010
Chapter Fifty-two
PAVEMENT PRESERVATION
Table of Contents
c,., 44-
Page
52-1 PAVEMENT PRESERVATION DEFINITIONS.......................................................52-1.1
52-1.01 Pavement Preservation........................................................................ 52-1.1
52-1.01(a) Preventive Maintenance ................................................ 52-1.2
52-1.01(b) Minor Rehabilitation...................................................... 52-1.2
52-1.01(c) Routine Maintenance.................................................... 52-1.2
52-2 INTRODUCTION TO PAVEMENT PRESERVATION ............................................ 52-2.1
52-3 PAVEMENT PERFORMANCE.............................................................................. 52-3.1
52-3.01 Causes of Pavement Deterioration.......................................................52-3.2
52-3.01(a) Flexible Pavement Deterioration ................................... 52-3.2
52-3.01(b) Rigid Pavement Deterioration ....................................... 52-3.3
52-3.02 Use of Pavement Preservation to Maintain Pavement Performance..... 52-3.4
52-4 TREATMENT SELECTION GUIDELINES.............................................................52-4.1
52-4.01 Gather Pavement Information..............................................................52-4.1
52-4.02 Assessing IRIS CRS and Distress Data ............................................... 52-4.2
52-4.03 Evaluate Pavement Data......................................................................52-4.2
52-4.04 Identify Feasible Preservation Treatments ........................................... 52-4.3
52-4.05 Select Most Appropriate Preservation Treatment ................................. 52-4.3
52-5 TREATMENTS...................................................................................................... 52-5.1
52-5.01 Special Considerations.........................................................................52-5.1
52-5.01(a) Raised Pavement Markers ............................................ 52-5.2
52-5.01(b) Pavement Preparation .................................................. 52-5.2
52-5.01(c) Pavement Markings...................................................... 52-5.2
52-5.01(d) Traffic Control............................................................... 52-5.2
52-5.01(e) Project Letting............................................................... 52-5.2
52-5.02 Flexible Pavement Treatment Summaries ............................................ 52-5.3
52-5.02(a)
Crack Filling.................................................................. 52-5.3
52-5.02(b)
Crack Sealing................................................................52-5.4
52-5.02(c)
Fog Seal.......................................................................52-5.5
52-5.02(d)
Sand Seal.....................................................................52-5.5
HARD COPIES UNCONTROLLED 52-i
Illinois PAVEMENT PRESERVATION September 2010
Section
52-5.03
Table of Contents
(Continued)
Page
52-5.02(e)
Slurry Seal....................................................................52-5.6
52-5.02(f)
Micro-Surfacing.............................................................52-5.7
52-5.02(g)
Bituminous Surface Treatment (BST) ............................
52-5.8
52-5.02(h)
Cape Seal.....................................................................52-5.9
52-5.02(i)
Cold In -Place Recycling(CIR).......................................52-5.10
52-5.020)
Hot In -Place Recycling (HIR)........................................52-5.11
52-5.02(k)
Surface Maintenance at the Right Time (SMART)
Overlay.........................................................................
52-5.12
52-5.02(I)
Half -SMART Overlay.....................................................52-5.15
52-5.02(m)
Ultra -Thin Bonded Wearing Course ..............................
52-5.16
52-5.02(n)
Cold Milling...................................................................52-5.16
Rigid Pavement Treatment Summaries ................................................ 52-5.18
52-5.03(a)
Crack Sealing................................................................52-5.18
52-5.03(b)
Joint Resealing.............................................................52-5.19
52-5.03(c)
Longitudinal Crack Repair.............................................52-5.19
52-5.03(d)
Diamond Grinding.........................................................
52-5.20
52-5.03(e)
Diamond Grooving........................................................
52-5.21
52-5.03(f)
Ultra -Thin Bonded Wearing Course ..............................
52-5.22
52-5.03(g)
Full -Depth Repairs........................................................
52-5.22
52-5.03(h)
Partial -Depth Repairs....................................................52-5.23
52-6 REFERENCES......................................................................................................52-6.1
52-ii HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
Chapter Fifty-two
PAVEMENT PRESERVATION
This chapter provides information regarding the use of pavement preservation strategies for
maintaining pavement condition. The Department's policies and procedures regarding the use
of pavement preservation techniques are also presented.
52-1 PAVEMENT PRESERVATION DEFINITIONS
Many transportation agencies are using pavement preservation programs to manage their
pavement assets more cost-effectively. Pavement preservation procedures have been in use
for many years, but often agencies use the same pavement preservation terminology in different
manners. Therefore, the Federal Highway Administration (FHWA) Office of Asset Management
provided the following guidance regarding pavement preservation definitions in a memorandum
dated September 12, 2005:
Pavement preservation represents a proactive approach in maintaining our existing
highways. It enables State transportation agencies (STAs) to reduce costly, time-
consuming rehabilitation and reconstruction projects and the associated traffic
disruptions. With timely preservation, we can provide the traveling public with
improved safety and mobility, reduced congestion, and smoother, longer lasting
pavements. This is the true goal of pavement preservation, a goal in which the
FHWA, through its partnership with the States, local agencies, industry
organizations, and other interested stakeholders, is committed to achieve.
The memorandum also defined several pavement preservation related terms including:
• pavement preservation,
• preventive maintenance,
• minor rehabilitation (non-structural), and
• routine maintenance.
These terms are described in more detail in the following sections.
52-1.01 Pavement Preservation
Pavement preservation is a program employing a network level, long-term strategy that
enhances pavement performance by using an integrated, cost-effective set of practices that
extend pavement service life, improve safety, and meet motorist expectations. Pavement
preservation includes work conducted on a pavement prior to major rehabilitation, restoration, or
reconstruction. Pavements with significant structural deterioration are not candidates for
pavement preservation treatments.
HARD COPIES UNCONTROLLED 52-1.1
Illinois PAVEMENT PRESERVATION September 2010
52-1.01(a) Preventive Maintenance
The main component of pavement preservation is preventive maintenance. As defined by
FHWA, preventive maintenance is a planned strategy of cost-effective treatments to an existing
roadway system and its appurtenances that preserves the system, retards future deterioration,
and maintains or improves the functional condition of the system (without significantly increasing
the structural capacity). The general philosophy of the use of preventive maintenance
treatments is to "apply the right treatment, to the right pavement, at the right time." These
practices result in an outcome of "keeping good roads in good condition. "
When activities (e.g., crack sealing, filling, application of seal coats) are placed on the pavement
at the right time they are examples of preventive maintenance treatments.
52-1.01(b) Minor Rehabilitation
Minor rehabilitation consists of non-structural enhancements made to the existing pavement
section to eliminate age -related, top -down surface cracking that develop in flexible pavements
due to environmental exposure or to restore functionality of concrete pavements. Because of
the non-structural nature of minor rehabilitation techniques, these types of rehabilitation
techniques are placed in the category of pavement preservation.
The placement of thin overlays or the application of recycling techniques (i.e., hot in -place or
cold in -place recycling) to correct significant surface cracking in flexible pavements can be
considered minor rehabilitation activities. Where more extensive distress exists on a concrete
pavement, the use of partial- and full -depth patching can be classified as minor rehabilitation.
52-1.01(c) Routine Maintenance
Certain routine maintenance activities are considered part of the pavement preservation
program based upon the type of activity, the nature of the distress, and the timing of the
application. Routine maintenance has been defined as planned work that is performed on a
routine basis to maintain and preserve the condition of the highway system or respond to
specific conditions and events that restore the highway system to an adequate level of service.
Crack filling and sealing are preservation activities that can be classified as routine
maintenance.
52-1.2 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
52-2 INTRODUCTION TO PAVEMENT PRESERVATION
The intended purpose of a pavement preservation program is to maintain or restore the surface
characteristics of a pavement and to extend service life of the pavement assets being managed.
However, the improvements are such that there is no increase in capacity or strength but they
can have a positive impact on the structural capacity by slowing deterioration. As a means of
improving the functional condition of the network and reducing the overall rate of deterioration of
the pavement asset, preventive maintenance treatments are used in the pavement preservation
program. Because they are relatively inexpensive in comparison to resurfacing or
reconstruction projects, the preventive maintenance treatments are an effective means to
preserve the investment in the pavement asset.
An effective pavement preservation program has two main objectives:
1. Preserve the Pavement Investment. This objective involves minimizing the structural
failures and extending the structural life of the pavement to preserve the investment the
Department has made in the pavement asset.
2. Maintain High Level of Service (LOS). This objective involves maintaining acceptable
smoothness and surface friction in order to provide a high LOS for the roadway
customers.
The implementation of a pavement preservation program is good practice, as it focuses on
maximizing the condition and life of a network of pavements while minimizing the network's life -
cycle cost. The noted benefits of the use of a pavement preservation program vary from district
to district, but have been documented as including the following benefits:
1. Improved Pavement Performance. Preservation activities extend the performance of the
pavement and help to improve the overall condition of the network.
2. Higher Customer Satisfaction. Use of preservation activities can lead to smoother roads
and fewer construction delays.
3. Cost Savings. Less expensive treatments and the extension of service lives of
pavements help to lower or stabilize operating costs.
4. Increased Safety. Preventive maintenance treatments are designed to provide safer
surfaces in terms of improved pavement texture and correction of safety related defects
(e.g., ruts, improving surface drainage).
A successful pavement preservation program relies on proper treatment selection and timing of
the treatment to be successful. In order to select the right treatment for the right pavement at
the right time, gather the following information:
• structure and condition of the existing pavement,
• expected performance of the pavement,
• how different treatments affect their performance, and
• other factors that may affect the treatment performance.
HARD COPIES UNCONTROLLED 52-2.1
Illinois PAVEMENT PRESERVATION September 2010
These items can often be determined by information that is available from a pavement
management system (PMS). A PMS is a set of tools or methods that assist decision -makers in
finding optimum strategies for providing, evaluating, and maintaining pavements in serviceable
condition over a period of time. Pavement management, in the broad sense, includes all the
activities involved in the planning, programming, design, construction, maintenance, and
rehabilitation of the pavement portion of a public works program.
In order to have an effective pavement preservation program, it is imperative to have some type
of PMS in place, whether it is proprietary software, public domain software, or a simple
spreadsheet. Details of pavement management requirements are provided in Section 52-3.
52-2.2 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
52-3 PAVEMENT PERFORMANCE
One of the keys to an effective pavement preservation program is understanding how
pavements perform. Figure 52-3.A illustrates the typical life cycle of a pavement and the
categories of treatments that are appropriate at different times of the life of the pavement. The
application of these treatments is also based upon the condition of the pavement, as preventive
maintenance treatments are used early on in the life of a pavement while a pavement is still in
relatively good condition. There is also a time when preventive maintenance is no longer
appropriate (i.e., the pavement has deteriorated to a point that more extensive cracking and
other distresses are present), but it is too soon to trigger the pavement for major rehabilitation.
Pavements at this condition level would receive minor rehabilitation treatments (e.g., thin
overlays, in -place recycling). Together, the use of preventive maintenance treatments and
minor rehabilitation techniques along with routine maintenance provide pavement preservation
options for a pavement that is still in relatively good condition.
If preventive maintenance or minor rehabilitation is not used during the life of the pavement, the
pavement will deteriorate to the point that major rehabilitation (e.g., structural restoration, full -
depth repairs, thick overlays, reconstruction) is necessary. Where a pavement develops
significant levels of distress, pavement preservation activities are no longer viable treatment
options. If preventive maintenance or minor rehabilitation is used on a pavement that is highly
deteriorated, the life of the chosen treatment can be greatly reduced.
Figure 52-3.A depicts a generic pavement performance curve. There can be significant
differences in the shape of the performance curve for different pavements due to various issues
(e.g., environment, design, construction).
Preventive
Maintenance
Good
Pavement
Condition
Rehabilitation
Reconstruction
Poor I . Routine/Corrective Maintenance
Time (years)
RELATIONSHIP BETWEEN PAVEMENT CONDITION AND
TYPICAL TYPES OF TREATMENT
Figure 52-3.A
HARD COPIES UNCONTROLLED 52-3.1
Illinois PAVEMENT PRESERVATION September 2010
The philosophy of pavement preservation is to address pavements while they are still in good
condition and without any serious structural damage. A preventive maintenance treatment
applied at the right time can restore the pavement almost to its original condition. Systematic,
successive preservation treatments applied correctly help prolong the service life of the asset
and delay the more expensive major rehabilitation treatments and reconstruction. Figure 52-3.13
depicts how the application of successive preventive maintenance treatments (shown as the
solid line) can help maintain the pavement in good condition for a longer period of time as
compared to a pavement without treatments (depicted by the dashed line performance curve).
Additionally, performing a series of successive pavement preservation treatments during the life
of a pavement is less disruptive to traffic than the long closures normally associated with
reconstruction projects.
To apply pavement preservation techniques at the optimal time, it is imperative to understand
the causes of pavement deterioration for the various types of pavements.
Good
Pavement
Condition
Poor
Time (Years)
PAVEMENT PERFORMANCE EXTENDED BY PREVENTIVE MAINTENANCE
Figure 52-3.113
52-3.01 Causes of Pavement Deterioration
The first step in understanding pavement deterioration is to understand the general causes of
deterioration.
52-3.01(a) Flexible Pavement Deterioration
For flexible pavements, which are HMA or other bituminous surfaces, the general causes of
primary deterioration include traffic, environment/aging, and material problems. A secondary
52-3.2 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
cause of deterioration is due to moisture infiltration. These causes of deterioration influence the
performance of the pavement in various ways:
1. Traffic. Traffic can lead to load -related distress (e.g., plastic deformation that manifests
as rutting) or structural fatigue cracking that occurs in the wheelpaths of the pavement.
Fatigue cracking can lead to the occurrence of potholes. Additional traffic -related
distress includes polishing of the pavement surface due to surface wear, which leads to
friction loss.
2. Environment and Aging. Environment and aging can cause oxidation of the HMA and
lead to block cracking and weathering/raveling. Environmental forces can also cause
thermal cracking, which typically is seen as regularly spaced transverse cracks.
3. Materials. Material problems include bleeding (contributing to loss of friction), shoving
and surface deformation, and stripping.
4. Moisture. Moisture infiltration, while a secondary cause of deterioration, can lead to
further breakdown of existing cracks and cause increased roughness. The infiltration of
moisture will also soften the subgrade and can lead to the occurrence of longitudinal
cracking at the edge of the pavement or potholes.
52-3.01(b) Rigid Pavement Deterioration
For rigid pavements, which are portland cement concrete (PCC) surfaced, the general causes of
primary deterioration include traffic loadings, environment and material problems, and poor
construction quality. Secondary causes of deterioration are due to incompressibles in joints and
moisture infiltration. These causes of deterioration influence the performance of the pavement
in various ways:
1. Traffic. Traffic can lead to load -related distress in the slab (e.g., mid -slab cracking for
jointed pavements, punchouts on CRCP). Pumping, faulting, and corner breaks are also
load -related distresses. Traffic -related distress includes polishing of the pavement
surface due to surface wear, which leads to friction loss.
2. Environment and Materials. Environment and material problems include D-cracking
(durability cracking) and alkali -silica reactivity (ASR). The environment can also cause
oxidation of the longitudinal joint seal, which will allow moisture infiltration into the
pavement structure.
3. Construction. Poor construction quality can cause problems (e.g., longitudinal cracking,
surface distress in the form of map cracking, scaling).
4. Incompressible Materials. Large incompressible materials lodged in a joint can be the
cause of joint spalls. The current standard for jointed PCC pavements does not use
sealant on transverse joints because it has been found that a narrow joint minimizes the
sizes of incompressibles being trapped, which reduces the risk of joint spalling.
HARD COPIES UNCONTROLLED 52-3.3
Illinois PAVEMENT PRESERVATION September 2010
5. Moisture. Moisture infiltration to sub -surface layers, while a secondary cause of
deterioration, can lead to further breakdown of existing cracks and spalls and cause
increased roughness. The infiltration of moisture will also soften the subgrade and can
lead to the occurrence of pumping, transverse joint faulting, and corner breaks.
Understanding the distress mechanisms that cause pavement deterioration is essential in
properly identifying preservation strategies and treatments for pavements. The causes of
deterioration can lead to a variety of distresses.
52-3.02 Use of Pavement Preservation to Maintain Pavement Performance
Pavement preservation can address many of the various distress types discussed in Section
52-3.01. Specifically, pavement preservation techniques have two main uses:
• prevent or slow many distresses from occurring, or
• correct some minor surface distress when applied.
Some of the pavement problems that are prevented or slowed with the use of pavement
preservation for flexible and rigid pavements are identified in Figure 52-3.C. The distresses that
are corrected with the use of pavement preservation are listed in Figure 52-3.D.
HMA or Other Bituminous Surface
Problems
PCC Problems
Loss of Fines (pumping)
Loss of Fines (pumping)
Crack Deterioration
Crack Deterioration
Block Cracking
Corner Breaks
Edge Cracking
Patch Deterioration
Patch Deterioration
Joint Faulting
Weathering/Raveling
PAVEMENT PROBLEMS PREVENTED OR SLOWED WITH PAVEMENT PRESERVATION
Figure 52-3.0
HMA or Other Bituminous Surface
PCC Problems
Problems
Stable HMA Rutting
Joint Seal Damage
Raveling
Map Cracking And Scaling
Bleeding/Flushing
Surface Friction Loss
Surface Friction Loss
Roughness
Roughness
PAVEMENT PROBLEMS CORRECTED WITH PAVEMENT PRESERVATION
Figure 52-3.11)
52-3.4 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
The benefits realized by the application of pavement preservation are accomplished because
these techniques achieve the following:
• reduce water infiltration,
• maintain drainage,
• reduce water infiltration into cracks and joints,
• slow aging effects of the pavement, and
minimize dynamic loads.
The reduction in water infiltration and the proper maintenance of drainage help protect the
underlying layers of the pavement from being softened or washed away. It also helps to reduce
the effects of freeze/thaw-induced distress. The use of global preventive maintenance surface
treatments can help to slow HMA aging/hardening. The pavement preservation techniques also
help preserve the pavement by reducing and/or correcting pavement roughness, which helps
minimize dynamic loadings and, in turn, extends the life of the pavement.
There is a point in the life of the pavement when pavement preservation techniques will no
longer provide an adequate treatment to the pavement. In these cases, the pavement has
deteriorated to the point that preservation techniques, if used, will have shortened lives. Some
indicators that the pavement section is not a viable candidate for preservation treatments are
shown in Figure 52-3.E.
HMA or Other Bituminous Surface
PCC Problems
Problems
Severely Deteriorated (reflective, longitudinal,
Punchouts
and transverse) Cracks
Corner Breaks
Delaminations
Severely Deteriorated Cracks
Unstable rutting
INDICATIONS THAT IT IS TOO LATE FOR PAVEMENT PRESERVATION
Figure 52-3.E
HARD COPIES UNCONTROLLED 52-3.5
Illinois PAVEMENT PRESERVATION September 2010
52-3.6 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
52-4 TREATMENT SELECTION GUIDELINES
The use of pavement preservation strategies to maintain the condition of the pavement network
requires that a district address the following two questions:
• Is the pavement a good candidate for pavement preservation?
• If so, what treatment(s) can be applied?
Appropriate maintenance strategies are determined based on a combination of the current
condition of the pavement and the types of distresses present. In some cases, combinations of
preservation strategies are needed to correct the combination of distress that is present on the
pavement. The process of selecting the most appropriate combination of pavements and
treatments for preservation activities includes the following general steps:
• gather pavement information,
• assess pavement condition,
• evaluate pavement data,
• identify feasible preservation treatments, and
• select the most appropriate preservation treatment.
52-4.01 Gather Pavement Information
Selecting appropriate preservation techniques includes the collection of historical pavement
information. The type of information needed to select the right projects and treatments include:
• pavement type,
• pavement age and design life,
• traffic, and
• pavement cross section and materials.
This information can be stored in a pavement management system (PMS) and be accessed to
make informed selection of the "right treatment at the right time on the right road."
When determining the type of treatment, gather the following minimum information from the
PMS and use this information in the decision process:
• route ID,
• location designations (beginning/ending locations),
• surface type,
• pavement surface age,
• condition rating,
• condition survey date,
• prominent distress type, and
• average daily traffic (ADT).
HARD COPIES UNCONTROLLED 52-4.1
Illinois PAVEMENT PRESERVATION September 2010
Use this information to track the performance of the pavement sections over time and to support
pavement preservation treatment selection. The pavement type dictates the choice of
treatment, as different techniques are appropriate for various surface types.
In addition to pavement type, the age and design life of the pavement can provide insight into
how the pavement has performed over time and how it can be expected to perform in the future.
If the pavement is near the end of its design life, it may be an indication that preservation is not
appropriate. The traffic level information, specifically the number of heavy trucks, is a critical
detail for determining treatments that cannot provide appropriate performance for the expected
traffic level. Knowing the existing pavement structure and materials properties can be very
useful to determine which treatments will work best with the current structure and how the
pavement section might perform in the future.
52-4.02 Assessing IRIS CRS and Distress Data
In addition to gathering historical pavement information, assess the current condition of the
pavement in order to determine feasible preservation treatments. Ideally, the condition would
be determined in the form of a standard condition rating procedure to include details of the
types, severities, and the amounts of all distresses present on the pavement.
Condition Rating Surveys are typically conducted every two years on Interstates (during even
numbered years) and other marked routes (Even Numbered Years — Districts 1 (Cook County),
4, 5, 8, and 9; Odd Numbered Years — Districts 1 (Collar Counties), 2, 3, 6, and 7). Pavement
conditions can be tracked over time and used in making treatment selections if data is
maintained in a PMS.
52-4.03 Evaluate Pavement Data
In order to determine whether a pavement section is a good candidate for pavement
preservation treatments, the district should consider the following questions:
• Is there excessive distress (large quantities and/or severe levels of distress) on the
pavement section or are the occurring distresses a warning sign of an underlying
structural problem?
• Is there evidence of structural problems or severe deterioration (e.g., any of the
distresses listed in Figure 52-3.E)?
• Has the time for applying a pavement preservation treatment to the pavement while in
"good" condition passed?
• Are there other known pavement problems (e.g., material problems, signs of
construction problems) on the pavement section?
• Is there a history of pavement problems in this location?
52-4.2 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION September 2010
If the answer to the majority of these questions is "no," then the pavement section is likely a
good candidate for pavement preservation techniques. For pavement sections where the
answer to most of these questions is "yes," the district should not consider preservation
techniques and instead plan major rehabilitation or future reconstruction for the roadway; see
Chapter 53.
52-4.04 Identify Feasible Preservation Treatments
The appropriate treatment strategy for those pavement sections identified as candidates for
pavement preservation can be determined by looking at the type and severity of pavement
distresses present on the pavement. Guidelines for determining recommended and feasible
treatments are provided in Figures 52-4.A and 52-4.13 for flexible and rigid pavements,
respectively. These figures provide guidance for treatment selection based upon attributes
(e.g., distress levels, ride, friction, traffic levels, relative cost). These characteristics are
primarily based on a relationship between a single treatment and a single distress. Where
multiple distresses exist, examine the appropriate treatment(s) to address each distress type.
Use the recommended treatments in combination with engineering judgment to make final
treatment decisions.
52-4.05 Select Most Appropriate Preservation Treatment
Of the feasible preservation treatments, the most appropriate treatment is one that can provide
the best cost/benefit while meeting the constraints of the project. There are several methods to
identify the treatment with the most benefit for the associated cost. This analysis is done
internally within many PMS. Ideally, the selection of the right treatment at the right time is
governed by optimization (i.e., maximizing benefits for given constraints). However, treatment
selection can be accomplished through a manual assessment of the benefits versus the
projected project cost.
In addition to the benefits and costs of the feasible treatments, the selection of the most
appropriate preservation treatment also includes considering the variety of project constraints
that affect treatment selection. The types of project constraints that should be considered when
selecting the most appropriate preservation treatment include:
• availability of qualified contractors,
• availability of quality materials,
• Department practice or district preference,
• time (of year) of construction,
• initial costs,
• user preferences,
• pavement noise,
• facility downtime, and
• surface friction.
The effect of these constraints will vary from project to project and should be reviewed for each
project when finalizing treatment selection.
HARD COPIES UNCONTROLLED 52-4.3
Illinois PAVEMENT PRESERVATION September 2010
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TREATMENT SELECTION GUIDELINES FOR FLEXIBLE PAVEMENTS
Figure 52-4.A
52-4.4 HARD COPIES UNCONTROLLED
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HARD COPIES UNCONTROLLED 52-4.5
Illinois PAVEMENT PRESERVATION September 2010
52-4.6 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION March 2017
52-5 TREATMENTS
Many different pavement preservation techniques and treatments are available. These range
from localized applications to treatments that are applied to the entire pavement surface. For all
preservation treatments, the purpose is to minimize the effects of pavement distress or prevent
them from occurring.
Commonly used preventive maintenance treatments and minor rehabilitation techniques are
summarized in this section. Further details regarding the treatments are available in the IDOT
Standard Specifications, supplemental specifications, and special provisions. Figure 52-5.A
presents the common flexible and rigid pavement treatments. Section 52-5.01 provides details
that are applicable to a variety of treatments.
52-5.01 Special Considerations
There are several special considerations that must be addressed prior to the construction of
various pavement preservation techniques.
Treatments for Flexible Pavements
Treatments for Rigid Pavements
Crack Filling
Crack Sealing
Crack Sealing
Joint Resealing
Fog Seals (1),(2)
Longitudinal Crack Repair
Sand Seals
Diamond Grinding
Slurry Seals
Diamond Grooving
Micro -surfacing
Ultra -Thin Bonded Wearing Course
Bituminous Surface Treatments (Chip Seals)
Full -Depth Repairs
Cape Seals
Partial -Depth Repairs
Cold In -place Recycling (CIR)
Hot In -place Recycling (HIR) (1),(2)
Surface Maintenance at the Right Time
(SMART) Overlay
Half -SMART Overlay
Ultra -Thin Bonded Wearing Course
Cold Milling
1. This treatment will only be allowed with approval from BDE.
2. Requires an experimental feature according to Construction Memorandum 02-2.
PAVEMENT PRESERVATION TREATMENTS FOR FLEXIBLE AND RIGID PAVEMENTS
Figure 52-5.A
HARD COPIES UNCONTROLLED 52-5.1
Illinois PAVEMENT PRESERVATION March 2017
52-5.01(a) Raised Pavement Markers
Review all pavement sections for the presence of raised pavement markers (RPMs) prior to
treatment placement for global treatments. Evaluate the thickness of the treatment to determine
if the RPMs can remain in place. For thin treatments (e.g., fog seals, sand seals), the lens of
the marker can be removed and tape placed over the marker during treatment placement.
Following treatment placement, the tape can be removed and a new lens installed.
If the thickness of the treatment is more than 0.25 in. (6 mm), remove the markers and repair
the hole from the removal of the markers prior to the new treatment. After treatment, reposition
the new marker in the new surface.
52-5.01(b) Pavement Preparation
Some pavement preservation treatments require complete removal of all pavement markings
(e.g., thermoplastic, paint). When designing a project, review construction requirements of the
selected treatment to determine if this work is required.
Evaluate all flexible pavement sections for the presence of bumps greater than 0.5 in.
(12.5 mm), using a 16 ft (4.9 m) straightedge. For flexible treatments that do not include milling
or recycling of the pavement surface, grind the bumps prior to treatment placement. Give
special attention to properly cleaning all milled materials off the pavement surface prior to
treatment placement. Cleaned surfaces are imperative prior to global flexible surface
treatments in order to obtain proper bonding to the underlying pavement. Crack sealing, when
needed prior to preventive maintenance treatment, should optimally be placed at least three
months prior to the placement of the treatment to minimize difficulties in constructing the
treatment.
52-5.01(c) Pavement Markings
A period of several days of good drying weather is necessary prior to the placement of
permanent markings on various flexible pavement treatments. Review each treatment
specification to determine what length of time is necessary for a project. Temporary markings of
water -based paint or foil -backed tape will be necessary until permanent markings can be
applied.
52-5.01(d) Traffic Control
Proper traffic control is required to ensure acceptable cure times for the majority of treatments.
Without proper traffic control after placement, premature failure of the preservation treatment
may occur. For rigid pavements, the use of conventional patch materials is usually best for the
long-term performance of the pavement but requires adequate curing that may not be available
in high -traffic volume areas or at certain times of the year.
52-5.01(e) Project Letting
The designer should review the weather limitations for the selected treatment when determining
the letting date. Some treatments have small ranges of dates and/or temperatures in which
52-5.2 HARD COPIES UNCONTROLLED
Illinois PAVEMENT PRESERVATION March 2017
they can be constructed. Schedule the letting at a time to avoid late season paving to promote
proper cure of the treatment prior to the onset of winter.
52-5.02 Flexible Pavement Treatment Summaries
52-5.02(a) Crack Filling
Crack filling is effective at reducing or delaying moisture damage, further crack deterioration,
roughness, and rutting. However, crack filling can also have a negative impact on roughness
and friction. The following provides additional information and considerations for use of this
treatment:
1. Treatment Description. Crack filling is the process of placing material into non -working
cracks to substantially reduce the infiltration of water and to reinforce the adjacent
pavement. Crack filling is characterized by minimal crack preparation and the use of
lower quality bituminous filler materials.
2. Pavement Conditions Addressed. Adds no structural benefit, but does reduce moisture
infiltration through cracks. Only practical if extent of cracking is minimal and if there is
little to no structural cracking.
3. Application Limitations. These treatments are not recommended when structural failures
exist (e.g., extensive fatigue cracking, high -severity rutting) or if there is extensive
pavement deterioration or little remaining life. Crack filling is appropriate for non -working
(e.g., longitudinal, block) cracks 0.25 in. (6 mm) to 1.0 in. (25 mm) wide.
Non -working cracks narrower than 0.25 in. (6 mm) that do not exhibit spalling should not
be filled. These cracks generally do not penetrate through the surface course nor do
they pose a source of pavement deterioration. The practice of filling this type of crack by
the method of pouring filler on the pavement surface is seldom of value. Perform a
crack analysis to determine whether crack filling would be effective.
4. Construction Considerations. Placement should occur during cool, dry weather
conditions. Application during cool weather will allow for expanded crack widths. Proper
crack cleaning and a dry crack are essential to achieving good bond and maximum
performance.
5. Traffic Considerations. Performance is not significantly affected by varying ADT or truck
levels. However, improper installation can permit the filler to fail.
6. Special Considerations. Crack filling may have negative effects. Undesirable visual
impacts may occur, which include tracking of filling material by tire action, obscuring lane
markings, and adversely affecting friction/skid resistance. Crack filling may result in a
rougher pavement surface when the filler material is forced out of the cracks during
warm months.
7. Performance Period. 2 to 4 years.
8. Relative Cost ($ to $$$$). $
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52-5.02(b) Crack Sealing
Crack sealing is effective at reducing or delaying moisture damage, further crack deterioration,
roughness, and rutting. However, crack sealing can also have a negative impact on roughness
and friction. The following provides additional information and considerations for use of this
treatment:
1. Treatment Description. Crack sealing is the process of placing higher -quality material
into "working" cracks (i.e., those that open and close with changes in temperature) in
order to reduce water infiltration into a pavement. In contrast to crack "filling," crack
sealing requires crack routing and uses higher quality sealant materials. Thermosetting
and thermoplastic materials are both used for crack sealing.
2. Pavement Conditions Addressed. Adds no structural benefit, but does reduce future
intrusion of incompressible materials, water, and soluble chemicals (e.g., salts, brines)
into the cracks. It is only practical if extent of cracking is minimal and if there is little to
no structural cracking.
3. Application Limitations. These treatments are not recommended where structural
failures exist (e.g., extensive fatigue cracking, high -severity rutting) or if there is
extensive pavement deterioration or little remaining life. Crack sealing is appropriate for
cracks 0.25 in. to 0.75 in. (6 mm to 19 mm) wide.
Non -working cracks narrower than 0.25 in. (6 mm) that do not exhibit spalling should not
be routed and sealed. These cracks generally do not penetrate through the surface
course nor do they pose a source of pavement deterioration. The practice of routing and
sealing this type of crack can increase pavement roughness without gaining any benefit.
4. Construction Considerations. Placement should occur during cool, dry weather
conditions with moderate yearly temperatures. Proper crack preparation and cleaning is
essential to good bond and maximum performance. Some agencies also use a hot
compressed air lance prior to sealing.
5. Traffic Considerations. Performance is not significantly affected by varying ADT or truck
levels. However, improper installation can permit the sealant to fail.
6. Special Considerations. Crack sealing may have negative effects. Undesirable visual
impacts may occur, which include tracking of sealing material by tire action, obscuring
lane markings, and adversely affecting skid resistance. Crack sealing may result in a
rougher pavement surface where the sealant material is forced out of the cracks during
warm months. Sealing is best accomplished several months in advance of any other
preventive maintenance surface applications.
7. Performance Period. 2 to 8 years.
8. Relative Cost ($ to $$$$). $
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52-5.02(c) Fog Seal
Fog seals are effective at sealing the pavement, inhibiting raveling, enriching the hardened/
oxidized HMA, and providing some pavement edge -shoulder delineation. The following
provides additional information and considerations for use of this treatment:
1. Treatment Description. Fog seals are very light applications of a diluted asphalt
emulsion placed directly on the pavement surface with no aggregate. Typical application
rates range from 0.05 to 0.10 gal/yd2 (0.23 to 0.45 L/M2).
2. Pavement Conditions Addressed. Fog seals are placed primarily to seal the pavement,
inhibit raveling, slightly enrich a hardened/oxidized HMA, and provide some pavement
edge -shoulder delineation. No structural benefit is added by this treatment.
3. Application Limitations. This treatment must be approved by BIDE and will require an
experimental feature study according to Construction Memorandum 02-2. This
treatment is not recommended where structural failures exist (e.g., significant fatigue
cracking) or if there is already flushing/bleeding, friction loss, or thermal cracking. Fog
seals can have a negative impact on friction and stripping in susceptible HMA
pavements.
4. Construction Considerations. Typically, a slow -setting emulsion (e.g., CSS-1 H, SS-1 H)
is used that requires time to "break." Because of this, the pavement is sometimes
closed for two hours for curing before being re -opened to traffic.
5. Traffic Considerations. Increased ADT or truck levels can increase surface wear.
6. Special Considerations. Give special consideration to the raised pavement markers and
bump grinding prior to treatment placement.
7. Performance Period. 1 to 3 years.
8. Relative Cost ($ to $$$$). $
52-5.02(d) Sand Seal
Sand seals are effective at improving poor friction and reducing or preventing moisture damage,
cracking, raveling, roughness, and rutting. The following provides additional information and
considerations for use of this treatment:
1. Treatment Description. A sand seal is a thin asphalt surface treatment constructed by
spraying a non -diluted emulsion, spreading a thin layer of fine aggregate (i.e., sand), and
rolling. Sand seals are typically 0.1 in. to 0.2 in. (2.5 mm to 5 mm) thick. The primary
purpose is to increase surface friction; however, in some cases, sand seals are used to
"lock" the aggregates in a chip seal.
2. Pavement Conditions Addressed. Sand seals are primarily placed to improve poor
friction; however, they are effective at slowing or preventing other distresses (e.g.,
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moisture damage, cracking, raveling, roughness, rutting). No structural benefit is added
by this treatment.
3. Application Limitations. This treatment must be approved by BIDE and will require an
experimental feature study according to Construction Memorandum 02-2. This
treatment is not recommended where structural failures exist (e.g., fatigue cracking,
high -severity rutting), if there is extensive pavement deterioration, or little remaining life.
Sand seals can also have a negative impact on stripping in susceptible HMA pavements.
4. Construction Considerations. Sand seals should be constructed when conditions are dry
(i.e., the risk of rain is not likely, which would hinder the proper construction of the sand
seal) and when the minimum air temperature is moderate (i.e., normally 50°F (10°C) or
above). To ensure good bond to the existing pavement, the surface should be clean and
dry prior to emulsion placement.
5. Traffic Considerations. Sand seals should generally be limited to lower volume traffic
conditions with a low percentage of trucks.
6. Special Considerations. Give special consideration to the raised pavement markers and
bump grinding prior to treatment placement.
7. Performance Period. 3 to 4 years.
8. Relative Cost ($ to $$$$). $$
52-5.02(e) Slurry Seal
Slurry seals are effective at sealing low -severity cracks, waterproofing the surface, and restoring
friction. The following provides additional information and considerations for use of this
treatment:
1. Treatment Description. Slurry seals are a mixture of crushed well -graded aggregate
(e.g., fine sand, mineral filler) and asphalt emulsion that is spread over the entire
pavement surface with either a squeegee or spreader box attached to the back of a
truck. They are effective in sealing low -severity surface cracks, waterproofing the
pavement surface, and improving skid resistance at speeds below 30 mph (50 km/h).
Thickness is generally less than 0.5 in. (12.5 mm).
2. Pavement Conditions Addressed. Slurry seals can be used to address low -severity
cracking, raveling/weathering (remove loose material), HMA oxidation and hardening,
friction loss, and moisture infiltration. While slurry seals add no structural capacity, they
can temporarily seal cracks, if severity is low, or fill very minor rutting, if the ruts are not
severe and are stable. It is strongly recommended to complete needed patching and
crack sealing before slurry seal placement.
3. Application Limitations. Slurry seals are not recommended where structural failures
exist (e.g., significant fatigue cracking and deep rutting) or if there is high -severity
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thermal cracking. Analyze existing materials as slurry seals can accelerate the
development of stripping in susceptible HMA pavements.
4. Construction Considerations. Ensure the pavement surface is clean and remove
pavement markings prior to placement as required in the Specifications. Aggregates
must be clean, angular, durable, well -graded, and uniform. Avoid placement in hot
weather (potential flushing problems) or when freezing temperatures are expected.
Slurry seals should be placed between May 1 and October 15 and when the temperature
is at least 50OF (10°C) and rising and the forecast for the next 24 hours is above 40OF
(4.40C). Avoid premature opening to traffic and premature placement of raised reflective
pavement markers and permanent pavement markings. Quick setting emulsions may
cure in as little as 1 hour, but others may require from 2 to 4 hours depending upon the
environmental conditions. Use temporary pavement markings until permanent markings
are applied a minimum of 7 days following slurry seal placement.
5. Traffic Considerations. Performance in terms of surface wear is affected by increasing
ADT and truck traffic levels. Slurry mix properties (e.g., aggregate quality, gradation,
modifiers, emulsion content) can be modified to accommodate higher traffic volumes.
Avoid areas with heavy truck turning or downgrade locations as there is a high potential
for early damage.
6. Special Considerations. Give special consideration to raised reflective pavement
markers and bump grinding prior to treatment placement.
7. Performance Period. 3 to 6 years.
8. Relative Cost ($ to $$$$). $$
52-5.02(f) Micro -Surfacing
Micro -surfacing is effective at correcting or inhibiting raveling and oxidation of the pavement
surface, improving surface friction, sealing the pavement surface, and filling minor surface
irregularities and wheel ruts up to 1.25 in. (30 mm) deep. The following provides additional
information and considerations for use of this treatment:
1. Treatment Description. Applied in a process similar to slurry seals, micro -surfacing
consists of a mixture of latex -modified emulsified asphalt, mineral aggregate, mineral
filler, water, and additives. Micro -surfacing material is mixed in specialized,
compartmented, self -powered trucks and placed on the pavement using an augured
screed box.
2. Pavement Conditions Addressed. Micro -surfacing may be used to address low -severity
cracking, raveling/weathering (remove loose material), low- to medium -severity bleeding,
minor roughness, friction loss, and moisture infiltration. Adds limited structural capacity.
Temporarily seals fatigue cracks (if severity is low) and can serve as a rut -filler (if the
existing ruts are stable).
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3. Application Limitations. Micro -surfacing is not recommended when the pavement
contains structural failures (e.g., significant fatigue cracking), high -severity thermal
cracking, or extensive pavement deterioration. Analyze existing materials as micro -
surfacing can also accelerate this distress. An example of this analysis is provided in
Section 53-3.08.
4. Construction Considerations. Ensure the pavement surface is clean and remove
pavement markings prior to placement as required in the Specifications. Avoid
placement in hot weather if there is potential for flushing problems. Placement in cool
weather can lead to early raveling. Do not place when freezing temperatures are
expected. Only use micro -surfacing between May 1 and October 15 and when the
temperature is at least 50OF (10°C) and rising and the forecast for the next 24 hours is
above 40OF (4.40C). Avoid premature placement of raised reflective pavement markers
and permanent pavement markings. Use temporary pavement markings until
permanent markings are applied a minimum of 7 days following micro -surfacing
placement. Micro -surfacing typically breaks within a few minutes of placement and can
carry traffic after approximately one hour.
5. Traffic Considerations. Micro -surfacing is very successful on both low -and high -volume
roadways. However, avoid areas of heavy truck turning or downgrade locations as there
is a high potential for early damage. The dusting of a blotter material can be used to
allow for earlier opening of intersections and turning lanes.
6. Special Considerations. If micro -surfacing is being used to fill ruts, specify this on the
plans along with appropriate gradation and application rate. Give special consideration
to raised reflective pavement markers and bump grinding prior to treatment placement.
7. Performance Period. 4 to 7 years.
8. Relative Cost ($ to $$$$). $$
52-5.02(g) Bituminous Surface Treatment
Bituminous Surface Treatments (BST)s, also known as chip seals, are effective at improving
poor friction, inhibiting raveling, correcting minor roughness and bleeding, and sealing the
pavement surface. The following provides additional information and considerations for use of
this treatment:
1. Treatment Description. Asphalt emulsion is applied directly to the pavement surface
(0.26 to 0.46 gal/ydz (1.2 to 2.2 L/M2)) followed by the application of aggregate chips (16
to 30 Ib/yd2 (9 to 16 kg/M2)), which are then immediately rolled to imbed chips (50% to
70%). Application rates depend upon aggregate gradation and maximum size. This
treatment can be applied in multiple layers (e.g., double chip seals) and in combination
with other surface treatments.
2. Pavement Conditions Addressed. BSTs can be used to address longitudinal,
transverse, and block cracking; raveling/weathering (remove loose material); friction
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loss; minor roughness; low -severity bleeding; and moisture infiltration. Adds almost no
structural capacity. The flexible impermeable HMA surface helps reduce cracking and is
somewhat effective at sealing medium -severity fatigue cracks in comparison with other
treatments.
3. Application Limitations. BSTs are not recommended for pavements with the following
conditions:
• structural deficiency,
• cracks greater than 0.25 in. (6 mm) wide,
• medium- to high -severity alligator cracking,
• many potholes,
• rutting greater than 1 in. (25 mm) deep, and
• very rough surface.
BSTs can also accelerate the development of stripping in susceptible HMA pavements.
4. Construction Considerations. Surface must be clean. Place treatment during warm
weather with chip spreader immediately behind asphalt distributor and rollers close
behind the spreader. BSTs are placed from May 1 to August 31 and when the
temperature in the shade is above 55°F (13°C). Approximately two hours of cure time
are required before roadway may be re -opened to normal speed traffic. Brooming is
usually required to remove loose chips. Use lightweight aggregate to help minimize
claims. Flaggers may be needed at crossing intersections to control traffic. Avoid
premature placement of pavement markers and striping.
5. Traffic Considerations. With special design and proper placement, BSTs can perform
well on high -volume roads. However, its use is sometimes limited to lower -speed, lower -
volume roads because of the propensity for loose chips to crack windshields.
6. Special Considerations. Give special consideration to raised reflective pavement
markers and bump grinding prior to treatment placement. Additional information is
available from the BLRS Report, Seal Coats (Oil & Chipping).
7. Performance Period. Single seals (A-1): 4 to 6 years; double seals (A-2): 5 to 7 years;
triple seals (A-3): 6 to 8 years.
8. Relative Cost ($ to $$$$). $$
52-5.02(h) Cape Seal
A cape seal combines a BST with micro -surfacing to provide a smooth wearing quiet surface at
a lower cost than an HMA overlay. The following provides additional information and
considerations for use of this treatment:
Treatment Description. The treatment consists of a BST, followed within a few days by a micro -
surfacing treatment to cover the chips and seal them in.
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Pavement Conditions Addressed. Cape seal can be used to address longitudinal, transverse,
and block cracking; friction loss; raveling/weathering (remove loose material); minor roughness;
low- to medium -severity bleeding; and moisture infiltration. Adds limited structural capacity. It is
somewhat effective at sealing medium -severity fatigue cracks in comparison with other
treatments.
Application Limitations. Not recommended for pavements with the following conditions:
• structural deficiency,
• cracks > 0.25 in. (6 mm) wide,
• medium- to high -severity alligator cracking,
• many potholes,
• rutting > 1 in. (25 mm) deep, and
• very rough surface.
Cape seals can accelerate the development of stripping in susceptible HMA pavements.
9. Construction Considerations. Construction should be done in summer months, and
micro -surfacing should follow the BST by no more than 12 days. Temperature and
placement time of year details for chip seals and micro -surfacing apply to the use of this
treatment. Clean the existing surface and correct any areas requiring pavement repairs
using partial depth repairs prior to application of the BST. Avoid premature placement of
raised reflective pavement markers and permanent pavement markings after the micro -
surfacing layer has been placed. Use temporary pavement markings until permanent
markings are applied a minimum of seven days following micro -surfacing placement.
10. Traffic Considerations. Because the application of the micro -surfacing removes the
hazard of loose chips, the final surface of the cape seal leaves no concerns. However,
keep traffic to slower speeds on high -volume or high-speed roadways until the BST
portion has cured properly and/or it is covered by the micro -surfacing.
11. Special Considerations. Give special consideration to raised reflective pavement
markers and bump grinding prior to treatment placement.
12. Performance Period. 4 to 7 years.
13. Relative Cost ($ to $$$$). $$
52-5.02(i) Cold In -Place Recycling
Cold In -Place Recycling (CIR) is very effective at correcting distresses contained in the top 2 in
to 4 in. (50 mm to 100 mm) of the pavement surface. Examples include poor friction and
roughness, bleeding, raveling, rutting, and poor cross slope. The following provides additional
information and considerations for use of this treatment:
1. Treatment Description. Cold in -place recycling (CIR) is an in -situ process used to
recycle the top 2 in to 4 in. (50 mm to 100 mm) of an existing HMA pavement to
construct a new HMA layer. As the name suggests, the recycling process is conducted
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without the addition of heat. During the CIR process, the reclaimed asphalt pavement
(RAP) is sized, mixed with additives (e.g., asphalt binder, emulsion, rejuvenator, virgin
aggregate), and re-laid. The recycled pavement is then typically resurfaced with a
surface treatment or HMA overlay.
2. Pavement Conditions Addressed. CIR is effective where cracking is limited to the
surface layers; profile, crown, and cross slope problems; poor ride quality and surface
friction; rutting, corrugations, and bumps; raveling; and flushing/bleeding.
3. Application Limitations. This treatment must be approved by BIDE and will require an
experimental feature study according to Construction Memorandum 02-2. CIR is not an
appropriate treatment for pavements with major or extensive structural deficiencies (e.g.,
severe alligator cracking, severe structural rutting) or distresses deeper than the CIR
depth. CIR may also be difficult to conduct on steep grades, tightly curved roads, or on
roads with many utility appurtenances.
4. Construction Considerations. The CIR process uses a number of pieces of equipment
including tanker trucks, milling machines, crushing and screening units, mixers, pavers,
and rollers. Do not perform CIR at temperatures below 50OF (10°C) or when it is raining.
It takes one to two weeks of good weather for the CIR material to cure.
CIR pavement can remain tender for a number of days. Do not allow this treatment to
remain exposed over the winter season without a BST or HMA overlay as the final
surface.
5. Traffic Considerations. CIR is most often used on secondary and low volume roads.
6. Special Considerations. Remove and replace areas of weak material with suitable
patching material prior to recycling to reduce the risk of the cold planing machine or
other CIR equipment breaking through the pavement.
7. Performance Period. 5 to 13 years.
8. Relative Cost ($ to $$$$). $$$
52-5.020) Hot In -Place Recycling
Hot In -Place Recycling (HIR) is effective at correcting surface distresses that are limited to the
top 1 in. to 2 in. (25 mm to 50 mm). Examples include rutting, corrugations, raveling,
flushing/bleeding, loss of surface friction, minor thermal cracking, and minor load -associated
cracking. The following provides additional information and considerations for use of this
treatment:
1. Treatment Description. Hot in -place recycling (HIR) is a process of correcting HMA
pavement surface distress by softening the existing surface with heat, mechanically
loosening the pavement surface, mixing the loosened surface material with recycling
agent, aggregate, rejuvenators, or HMA, and relaying the recycled material without
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removing it from the site. Different HIR processes include surface recycling (e.g., heater
scarification), repaving, and remixing.
2. Pavement Conditions Addressed. HIR is effective at correcting surface distresses that
are limited to the top 1 in. to 2 in. (25 mm to 50 mm). Examples include rutting,
corrugations, raveling, flushing, loss of surface friction, minor thermal cracking, and
minor load -associated cracking.
3. Application Limitations. This treatment must be approved by BIDE and will require an
experimental feature study according to Construction Memorandum 02-2. Good HIR
candidates have no structural failures, limited variation in the existing HMA mix, no
paving fabrics or interlayers in the anticipated treatment depth plus 25%, no deep ruts
greater than one-half of the anticipated HIR treatment depth, and no large stone mixes.
The presence of rubber in the surface lift, rubberized seal coats, and some crack fillers
require special attention in the mix design process.
4. Construction Considerations. As the HIR equipment is relatively wide and long, short
road sections, particularly in urban settings, are not suitable for HIR treatment. Do not
perform HIR at temperatures below 50OF (10°C) or when it is raining.
HIR pavement can remain tender for a number of days. Do not allow the treatment to
remain exposed over the winter season without a bituminous surface treatment or HMA
overlay as the final surface.
5. Traffic Considerations. HIR is appropriate for very low to high traffic conditions. Only
use the heater -scarification process for low volume traffic. The remixing and repaving
processes can be used on high traffic volume roads.
6. Special Considerations. Remove crack sealant prior to the HIR operation to reduce
flash fires or excessive blue smoke from the treatment placement.
7. Performance Period. 6 to 15 years, depending on method of HIR.
8. Relative Cost ($ to $$$$). $$$
52-5.02(k) Surface Maintenance at the Right Time Overlay
The combination of cold milling and the application of a Surface Maintenance at the Right Time
(SMART) overlay is a viable option for improving rideability, surface friction, profile, crown, and
cross slope. The following provides additional information and considerations for use of this
treatment:
1. Treatment Description. SMART overlays may be continuous or intermittent and consist
of placing a 1.50 in. (38 mm) (1.75 in. (44 mm) for F-mix) single -pass overlay on a
previously resurfaced pavement that is not in need of significant repair and is in good
condition. If the SMART overlay is applied at the correct time, it can delay serious
distresses, extend the life of the pavement, and decrease the overall cost.
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2. Pavement Conditions Addressed. SMART Overlay can be used to address low -severity
cracking, raveling/weathering, friction loss, roughness, low -severity flushing/bleeding,
and low -severity block cracking. Thin overlays may also be used to correct rutting
(requires use of separate rut -fill application).
3. Application Limitations. The selection criteria for SMART projects are presented in
Figure 52-5.B. SMART overlays are not allowed on Interstate highways or bare PCC
pavements. Four -lane routes, with the exception of Interstates, may be considered if the
two-lane truck and patching directional criteria presented in Figure 52-5.13 are met. Also,
consider ramps and unmarked narrow pavements that do not have excessive rutting or
shoving for SMART projects. Consider local SMART project participation on a case -by -
case basis. For rural facilities, ensure that the section is at least 1.0 mile (1.6 km) in
length. If deviations from these criteria are necessary, contact BIDE for approval.
4. Pavement Distress. SMART overlays are also not recommended where there are
structural failures (e.g., fatigue cracking), excessive rutting, extensive pavement
deterioration, or if there is high -severity thermal cracking. Pavements with these
significant distresses (e.g., CRS distress levels L3, L4, 04, T2, T3, T4) are not eligible.
The surface should be uniform to ensure uniform compaction.
5. Construction Considerations. Surface must be clean. A tack coat prior to overlay
placement will help improve the bond to the existing surface. SMART overlays dissipate
heat rapidly and, therefore, depend upon minimum specified mix placement
temperatures and timely compaction.
6. Traffic Considerations. Performance is not affected by different ADT or percent trucks.
7. Special Considerations. Repair localized distressed areas prior to the placement of the
overlay. If milling is not used in conjunction with the SMART overlay, give special
consideration to bump grinding prior to treatment placement.
8. Curb Ramps. Refer to Section 58-1.09(a) regarding curb ramps.
9. Existing Public Educational Facility Entrances. If surface deficiencies in such entrances
exist, repairs/resurfacing should be extended to the right-of-way limits and be consistent
with other SMART criteria.
10. Performance Period. 7 to 10 years.
11. Relative Cost ($ to $$$$). $$$
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Criteria
Selection Guidelines
Minimum CRS limitations
5.5 minimum (marked routes)
4.5 minimum unmarked routes
Maximum CRS limitations
6.5 maximum (marked routes)
6.0 maximum unmarked routes
Limits on multiple units/day
< 500/day
Milling
Recommended (see Note 1)
Longitudinal crack control
Recommended (see Note 2)
Bare concrete pavement resurfacing
Not allowed
Resurfacing thickness
1.50 in. (38 mm) (1.75 in. (44 mm) for F mixture)
see Note 3
Patching limitations
6% maximum (see Note 4)
3R spot improvements
No (see Note 6)
Safety shoulder additions
No (see Note 5)
Narrow pavement resurfacing
No (except on unmarked routes)
Raised pavement markers
Replace existing
Geometric improvements
Not allowed except to address Five Percent
Locations
Right-of-way
Not allowed except to address Five Percent
Locations or ADA elements altered by the project
M-2.12 (M-5.30) medians
Allowed (if average project cost is under
$400,000/mile $250,000/km
Five Percent Locations
See Section 12-3.08(b)
Notes:
1. Use cold milling where necessary to reduce pavement irregularities and to produce a uniform surface or to
correct cross slope. Milling is required where rutting is continuous and exceeds 0.25 in (6 mm) or where the
CRS block cracking distress level is M3 or M4. Also, include milling where CRS distress levels V2, V3, W3, or
W4 are present. Milling need not be continuous throughout the section.
2. Strip reflective crack control is required where distress levels R4, R5, or S4 are present.
3. Exceptions are allowed for limited areas of extensive pavement distress but require approval from BDE.
Consider other resurfacing programs if exception is necessary for the majority of the project.
4. Limit patching to no more than 6% if less than 250 MUs/day or no more than 5% if 250 to 500 MUs/day. Limit
alligator or edge cracking that requires patching to no more than 4% at all traffic levels.
5. Include only minimal shoulder work. In urban areas, minimal curb repair may be included.
6. Exceptions are allowed for spot safety improvements. The following items, up to a total of 15% of the contract
cost, may be included but require approval from BDE:
• spot guardrail updates,
• minor spot drainage improvements, including culvert extensions/repairs
• manhole or inlet adjustments off of the pavement,
• isolated ditch cleaning, and
• isolated entrance culvert replacement.
SELECTION CRITERIA FOR SMART PROJECTS
Figure 52-5.113
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52-5.02(1) Half -SMART Overlay
Placing a combination of HMA level binder and a bituminous surface treatment (BST) is a viable
option for improving surface friction, profile, crown, and cross slope. The following provides
additional information and considerations for use of this treatment:
1. Treatment Description. Half -SMART overlays consist of placing a nominal 0.75 in. (19
mm) layer of HMA level binder followed by a BST. Only place this treatment on a
previously resurfaced pavement that is not in need of significant repair and is in good
condition.
2. Pavement Conditions Addressed. Half -SMART overlays are applicable for low -severity
cracking; raveling/weathering (remove loose material), friction loss, low -severity
flushing/bleeding, and low -severity block cracking (may perform better with additional
milling). Half -SMART overlays may also be used to correct minor rutting (depths less
than 0.25 in. (6 mm)).
3. Application Limitations. Half -SMART overlays are not recommended where there are
structural failures (e.g., fatigue cracking), extensive pavement deterioration, or if there is
high -severity thermal cracking. If this treatment is being placed to correct rutting,
evaluate the pavement to determine if the rutting is stable. Do not use half -SMART
overlays on pavements that have unstable rutting due to stripping in the existing asphalt
layers.
4. Construction Considerations. Surface must be clean. A tack coat prior to overlay
placement will help improve the bond to the existing surface. The level binder layer of a
Half -SMART overlay dissipates heat rapidly and, therefore, depends upon minimum
specified mix placement temperatures and timely compaction. Place the BST portion
during warm weather with the chip spreader immediately behind the asphalt distributor
and rollers close behind the spreader. Place BSTs from May 1 to August 31 and when
the temperature in the shade is above 55°F (1 YC). Approximately 2 hours of cure time
are required before roadway may be re -opened to normal speed traffic. Brooming is
usually required to remove loose chips. Lightweight aggregate can be used to help
minimize claims. Flaggers may be needed at crossing intersections to control traffic.
Avoid premature placement of pavement markers and striping.
5. Traffic Considerations. Use of the Half -SMART overlay is sometimes limited to lower -
speed, lower -volume roads because of the BST layer, which has the propensity for loose
chips to crack windshields.
6. Special Considerations. Repair localized distressed areas prior to the placement of the
overlay. If milling is not used in conjunction with the Half -SMART overlay, give special
consideration to bump grinding prior to treatment placement.
7. Performance Period. 5 to 7 years.
8. Relative Cost ($ to $$$$). $$
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52-5.02(m) Ultra -Thin Bonded Wearing Course
An ultra -thin bonded wearing course (UTBWC) is an alternative to bituminous surface
treatments, micro -surfacing, or thin HMA overlays as it effectively addresses minor surface
distresses and increases surface friction. The following provides additional information and
considerations for use of this treatment:
1. Treatment Description. A UTBWC is formed in one pass with the application of a heavy,
polymer -modified asphalt emulsion tack coat and a gap -graded, polymer -modified 0.4 in.
to 0.8 in. (10 mm to 20 mm) HMA layer.
2. Pavement Conditions Addressed. This treatment is applicable for low -severity cracking
(high severity can be addressed with cold milling), raveling/weathering (remove loose
material), high -severity friction loss, low -severity roughness, and low -severity
flushing/bleeding. Provides some increased capacity and retards fatigue cracking, but is
not suited for rutted pavements.
3. Application Limitations. Ultra -thin bonded wearing courses are not recommended where
structural failures exist (e.g., significant fatigue cracking, deep rutting) or if there is high -
severity thermal cracking. They also are not appropriate where there is extensive
pavement deterioration or little remaining life.
4. Construction Considerations. This treatment requires special paving equipment to place
the mix. Repair localized structural problems prior to overlay application.
5. Traffic Considerations. It is capable of withstanding high ADT volumes and truck traffic
better than other thin treatments.
6. Special Considerations. Give special consideration to bump grinding prior to treatment
placement.
7. Performance Period. 7 to 12 years.
8. Relative Cost ($ to $$$$). $$$
52-5.02(n) Cold Milling
Cold milling is effective at removing distresses in the top of the pavement, providing a smoother
surface by removing vertical deformations, and improving surface friction. See Section 53-4 for
a list of potential applications. The following provides additional information and considerations
for use of this treatment:
1. Treatment Description. Cold milling involves the removal of part or all of an existing
HMA surface. This treatment is typically used to prepare an HMA surface for an HMA
overlay. It is not generally suggested as a stand-alone treatment, but may be allowed in
some rare cases.
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2. Pavement Conditions Addressed. Cold milling adds no structural benefit, but removes
surface cracking and roughness, and restores friction. It can also be used to restore
proper grades and cross -slopes on existing pavement.
3. Application Limitations. Do not consider cold milling a stand-alone treatment unless all
of the following conditions are met:
• pavement is structurally sound;
• at least 3 in. (75 mm) of the existing overlay remains in place;
• removed material is equal to existing lift or at least 1 in. (25 mm) of surface or
1.5 in. (37 mm) of binder course remains);
• the existing mixture contains a high content of fines with low air voids (i.e., to
prevent raveling);
• the pavement is cross sectioned (1000-ft (300-m) intervals) to determine milling
scheme and plan details; and
• the district reviews and agrees upon implementation.
4. Construction Considerations. The following are keys to obtaining a quality -milled
surface:
• Use a good working milling machine with a 12 ft (3.6 m) recommended width.
• Control milling speed to achieve a smooth uniform surface (30 ft/min (9 m/min) or
slower for deep cuts).
• Use a 30 ft (9 m) ski to control grade and a stringline for longitudinal guidance.
• Perform pavement patching prior to milling.
• Remove pavement castings and cover holes prior to milling.
• Adjust casting after milling to meet final surface elevation.
• If this treatment is used as a stand-alone treatment, a fine-toothed milling drum is
needed to improve the smoothness and safety of the milled surface.
5. Traffic Considerations. Cold milling can be used at all traffic levels.
6. Special Considerations. If milling without placing an overlay, the designer should include
Check Sheet #13 "Recurring Special Provision for Hot -Mix Asphalt Surface Correction"
to ensure proper milling equipment is used.
7. Performance Period. Remaining life of the pavement (does not extend life).
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8. Relative Cost ($ to $$$$). $
52-5.03 Rigid Pavement Treatment Summaries
52-5.03(a) Crack Sealing
Crack sealing is effective at reducing or delaying moisture damage, as well as crack
deterioration and associated roughness. However, roughness can also be increased because
of the sealing process itself, particularly if placed in an overband configuration. The following
provides additional information and considerations for use of this treatment:
1. Treatment Description. Crack sealing is an operation involving thorough crack
preparation and placement of high -quality materials into or over candidate cracks to
significantly reduce moisture infiltration and to retard the rate of crack deterioration.
Sealed cracks in PCC pavements deteriorate less and contribute less to the overall
deterioration of the pavement. PCC cracks are typically sealed with thermosetting
bituminous materials.
2. Pavement Conditions Addressed. Crack sealing is effective at sealing low- or medium -
severity transverse or longitudinal cracks where the crack width is <_ 0.5 in. (13 mm).
Full -depth working transverse cracks typically experience the same range of movement
as transverse joints; therefore, it is recommended that these cracks be sealed to reduce
water and incompressibles.
Pavements that have experienced blowups can be treated to slow the development of
further blowups. This is accomplished by providing an adequate program of crack
routing and sealing to keep additional incompressibles and water from infiltrating the
pavement in conjunction with re-establishing pavement expansion.
3. Application Limitations. Crack sealing is most effective when performed on PCC
pavements that exhibit minimal structural deterioration and in which the cracks are not
showing other significant distress (e.g., faulting, spalling).
Do not use crack sealing where there are unpatched pavement blowups, rocking slabs,
pumping of water or fines through the crack, or full -depth punchouts. In these instances,
use full -depth patching.
4. Construction Considerations. Sealant performance is dependent on many construction
factors, including material type and placement geometry, and application in a clean and
dry substrate.
5. Traffic Considerations. Performance is not significantly affected by varying ADT or truck
levels, but should be allowed to cure before opening to traffic. Improper installation can
permit the sealant to fail.
6. Special Considerations. Crack sealing may have negative effects. Undesirable visual
impacts may occur, which include tracking of sealing material by tire action, obscuring
lane markings, and adversely affecting skid resistance. Crack sealing may result in a
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rougher pavement surface when the sealant material is forced out of the cracks during
warm months.
7. Performance Period. 4 to 8 years.
8. Relative Cost ($ to $$$$). $
52-5.03(b) Joint Resealing
Joint resealing helps keep moisture out of the pavement layers and incompressibles out of
joints, which reduces faulting, pumping, and spalling. The following provides additional
information and considerations for use of this treatment:
1. Treatment Description. Resealing transverse joints in PCC pavements is intended to
minimize the infiltration of surface water into the underlying pavement structure and to
prevent the intrusion of incompressibles into the joint. A range of materials from
bituminous to silicone are used in various configurations.
2. Pavement Conditions Addressed. Joint resealing is effective at keeping moisture out of
the pavement layers and incompressibles out of joints, which can result in less faulting,
pumping, and spalling.
3. Application Limitations. For jointed plain concrete pavements with narrow, no -seal
transverse joints, this treatment is limited to centerline and edge joints. Joint resealing is
most effective when performed on PCC pavements that exhibit minimal structural
deterioration. Base material selection on the expected time until next treatment.
4. Construction Considerations. Sealant performance is dependent on many construction
factors, including material type and placement geometry, and application in a clean and
dry substrate.
5. Traffic Considerations. Performance is not affected by different ADT or percent trucks.
Silicone sealants that are not properly recessed are more likely to fail in the wheelpath.
6. Special Considerations. Joint resealing is necessary when the existing sealant has
deteriorated to the point that it readily allows water and incompressibles to enter the
joint. The primary cause of sealant failure is improper installation (e.g., not preparing
joint sidewalls, getting bonding).
7. Performance Period. 4 to 8 years for hot -poured asphalt sealant; approximately 8 years
for silicone sealant.
8. Relative Cost ($ to $$$$). $
52-5.03(c) Longitudinal Crack Repair
Many CRC pavements exhibit longitudinal cracking with severe spalling and "D" cracking
adjacent to the cracks. The cost of placing a full -depth patch at these locations would be
prohibitive. Longitudinal crack repair is a cost-effective method of prolonging the service life of
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a pavement that has distress along a longitudinal crack while the rest of the pavement is sound.
The following provides additional information and considerations for use of this treatment:
1. Treatment Description. The longitudinal crack is milled to a depth of 2 in. to 3 in. (50 mm
to 75 mm), with a width of 12 in. to 24 in. (300 mm to 600 mm). The milled area is then
filled with an HMA mixture without a need to overlay the pavement.
2. Pavement Conditions Addressed. This treatment can be used to address low -to
medium -severity longitudinal cracking.
3. Application Limitations. This treatment is not recommended for pavements with
longitudinal cracking that has excessive faulting or high -severity structural deterioration
(e.g., D-cracking, Alkali -Silica Reaction (ASR)) along the crack.
4. Construction Considerations. Milled area must be coated with an asphalt prime coat
prior to placing the HMA material to ensure proper bonding.
5. Traffic Considerations. Performance is not affected by different ADT or percent trucks.
6. Special Considerations. Depending on location of the distress, traffic control can be an
issue.
7. Performance Period. 5 to 8 years.
8. Relative Cost ($ to $$$$). $$
52-5.03(d) Diamond Grinding
Diamond grinding is effective at removing joint faulting and other surface irregularities to restore
a smooth -riding surface and increase pavement surface friction. The following provides
additional information and considerations for use of this treatment:
1. Treatment Description. Diamond grinding is the removal of a thin layer of concrete
(generally up to about 0.25 in. (6 mm)) from the surface of the pavement, using special
equipment outfitted with a series of closely spaced, diamond saw blades.
2. Pavement Conditions Addressed. Diamond grinding is used to remove joint faulting and
other surface irregularities to restore a smooth -riding surface and increase pavement
surface friction.
3. Application Limitations. If significant faulting is present or other signs of structural failure
(e.g., mid -panel cracks, corner breaks), diamond grinding is not appropriate. The
presence of materials -related distresses (e.g., D-cracking, ASR) may also preclude the
use of diamond grinding. Soft aggregate will wear much quicker and require more
frequent grinding.
4. Construction Considerations. Typically constructed with a moving lane closure with
traffic operating in the adjacent lanes. Diamond grinding should be used in conjunction
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with all restoration techniques including load -transfer restoration, full- and partial depth
repair.
5. Traffic Considerations. Grinding may be used to remove faulting, which, if the
mechanism is not addressed, can reoccur due to the continued application of truck
traffic. If used to restore friction to a polished pavement (due to vehicle traffic), heavy
volumes of traffic may cause the problem to recur.
6. Special Considerations. Note that diamond grinding is a surface repair method because
it corrects the existing faulting and wear of PCC pavements. It does nothing to correct
pavement distress mechanisms. Therefore, grinding usually is performed in combination
with other rehabilitation methods to both repair certain pavement distresses and prevent
their recurrence.
7. Performance Period. 8 to 15 years.
8. Relative Cost ($ to $$$$). $$
52-5.03(e) Diamond Grooving
Diamond grooving is effective at increasing wet -pavement friction and reducing splash and
spray in identified problem areas. The following provides additional information and
considerations for use of this treatment:
1. Treatment Description. Diamond grooving is the process of cutting narrow, discrete
grooves in the PCC surface to reduce hydroplaning and wet -pavement crashes in
localized areas. Grooving can be performed in both the longitudinal and transverse
directions, but is more commonly performed longitudinally.
2. Pavement Conditions Addressed. Grooving is conducted to increase wet -pavement
friction and reduce splash and spray. Diamond grooving is conducted in localized areas
of a project where wet -pavement crashes have historically been a problem (e.g., curves,
intersections).
3. Application Limitations. In general, candidate pavements for grooving should be
structurally and functionally sound.
4. Construction Considerations. Clearly indicate the areas to be grooved on the project
plans. The grooves should be cut in accordance with recommendations of the
International Grinding and Grooving Association (IGGA), which specify 0.75 in. (19 mm)
spacing with 0.125 in. (3 mm) depth and width. The entire lane area should be grooved;
however, allowance should be made for small areas that were not grooved because of
pavement surface irregularities. Grooving is most commonly performed longitudinally
due to ease of construction; however, if the district would like to place the grooving
transversely, the Central Bureau of Materials (CBM) should be contacted for assistance.
This treatment can be used in conjunction with diamond grinding.
5. Traffic Considerations. Performance is not affected by varying ADT or truck levels.
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6. Special Considerations. None.
7. Performance Period. Remaining service life of the pavement structure.
8. Relative Cost ($ to $$$$). $$
52-5.03(f) Ultra -Thin Bonded Wearing Course
In addition to using on HMA pavements, ultra -thin bonded wearing courses (UTBWC) have had
limited use by the Department on PCC pavements. The early performance data is promising for
use in limiting moisture infiltration and slowing the deterioration of rigid pavements. The
following provides additional information and considerations for use of this treatment:
1. Treatment Description. A UTBWC is formed in one pass with the application of a heavy,
polymer -modified asphalt emulsion tack coat and a gap -graded, polymer -modified 0.4 in.
to 0.8 in. (10 mm to 20 mm) HMA layer.
2. Pavement Conditions Addressed. UTBWC can be used to address low -severity
cracking (patching can be used to remove medium- and high -severity cracks prior to
treatment), minor joint spalling (remove loose material), high -severity friction loss, and
low -severity roughness.
3. Application Limitations. This treatment must be approved by BIDE for use on rigid
pavements. Ultra -thin bonded wearing courses are not recommended where structural
distresses exist (e.g., extensive D-cracking, ASR). They also are not appropriate where
there is extensive pavement deterioration or little remaining life.
4. Construction Considerations. UTBWC requires special paving equipment to place the
mix. Repair localized structural problems prior to overlay application.
5. Traffic Considerations. It is capable of withstanding high ADT volumes and truck traffic
better than other thin treatments.
6. Special Considerations. Give special consideration to bump grinding prior to treatment
placement. This treatment should not be used directly upon PCC pavement prone to
blowups. UTBWCs are not thick enough to insulate the PCC, but instead will increase
the heat in the PCC causing additional blowups.
7. Performance Period. Estimated at 7 to 12 years.
8. Relative Cost ($ to $$$$). $$$
52-5.03(g) Full -Depth Repairs
Full -depth repairs are effective at correcting slab distress that extend beyond one-third the
pavement depth (e.g., longitudinal and transverse cracking, corner breaks, joint spalling). The
following provides additional information and considerations for use of this treatment:
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1. Treatment Description. Full -depth repairs are cast -in -place concrete repairs that extend
through the full thickness of the existing PCC slab. The technique involves the full -depth
removal and replacement of full or half -lane width areas of an existing deteriorated PCC
pavement. See Section 53-4 for the requirements of full -depth patching for continuously
reinforced and jointed plain concrete pavements.
2. Pavement Conditions Addressed. Full -depth repairs are used to repair localized
distresses and to prepare distressed PCC pavements for a structural overlay to avoid
premature failure of the overlay.
3. Application Limitations. Full -depth repairs are not cost effective if deterioration is
widespread within a project. If the existing pavement is structurally deficient, or is
nearing the end of its fatigue life, a structural enhancement (e.g., an overlay) is needed
to prevent continued cracking of the original pavement.
4. Construction Considerations. During construction, it is very important to properly
prepare the base; restore joint load transfer; and finish, texture, and cure the new
material per governing specifications.
5. Traffic Considerations. Because full -depth repairs have typically been completed using
conventional PCC materials, curing time may be an issue in urban areas. Use high early
strength concretes in cases where it is not desirable to close a lane overnight.
6. Special Considerations. It is not desirable to create the large number of closely spaced
joints in a pavement that would result from placing a large number of closely spaced
patches.
7. Performance Period. 10 years to 15 years.
8. Relative Cost ($ to $$$$). $$$$
52-5.03(h) Partial -Depth Repairs
Partial -depth repairs are primarily used to correct joint spalling. They can also be used to
correct localized areas of distress that are limited to the upper third of the slab thickness. The
following provides additional information and considerations for use of this treatment:
1. Treatment Description. Partial -depth repairs are defined as the removal of small,
shallow areas of deteriorated PCC that are then replaced with a suitable repair material.
These repairs restore structural integrity and improve ride quality, thereby extending the
service life of pavements that have spalled or distressed joints.
2. Pavement Conditions Addressed. Partial -depth repairs are primarily used to correct joint
spalling caused by:
• the intrusion of incompressible materials into the joints;
• areas of scaling, weak concrete, clay balls, or high steel; and
• the use of joint inserts.
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3. Application Limitations. This treatment is not applicable for pavements with:
• cracking and joint spalling caused by compressive stress buildup in long -jointed
pavements;
• spalling caused by dowel bar misalignment or lockup;
• cracking caused by improper joint construction techniques (e.g., late sawing,
inadequate saw cut depth, inadequate insert placement depth);
• working cracks caused by shrinkage, fatigue, or foundation movement; and
• spalls caused by D-cracking or reactive aggregate.
4. Construction Considerations. During construction, it is very important to properly
determine repair boundaries; prepare the patch area; and finish, texture, and cure the
new material per governing specifications. If distress is found to extend below the upper
third of the slab, or if steel is exposed, a full -depth repair is required.
5. Traffic Considerations. Partial -depth repairs perform under all traffic conditions. Use
high early strength concretes in cases that early opening to traffic is required or when it
is not desirable to close a lane overnight. However, it should be recognized that very
high early strength materials may compromise the durability of the patch.
6. Special Considerations. Partial -depth patches should be a minimum of 1 ft by 1 ft (300
mm by 300 mm) in area.
7. Performance Period. 5 to 15 years.
8. Relative Cost ($ to $$$$). $ to $$ (depends upon percent of pavement needing repair)
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52-6 REFERENCES
1. Guide for the Design of Pavement Structures, American Association of State Highway
and Transportation Officials, Washington, DC., 1993.
2. Modern Pavement Management, Haas, R., W. R. Hudson, and J. Zaniewski, Krieger
Publishing Company, Malabar, FL., 1994.
3. FHWA-RD-03-031 Distress Identification Manual for the Long -Term Pavement
Performance Program, Miller, J. S. and W. Y. Bellinger, Federal Highway Administration,
Washington, DC., 2003.
4. FHWA-NHI-04-171 Pavement Preservation: Design and Construction of Quality
Preventive Maintenance Treatments, Peshkin, D. G., T. E. Hoerner, K. D. Smith, J. E.
Bruinsma, and S. B. Seeds, NHI Course 131103, Reference Manual, National Highway
Institute, Federal Highway Administration, Washington, DC., 2004.
5. Seal Coats (Oil & Chipping), BLRS Technology Transfer Center (T2), IDOT, 2006.
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